NORTH WEST Freight Transport Strategy

Department of Infrastructure NORTH WEST FREIGHT TRANSPORT STRATEGY

Final Report

May 2002

This report has been prepared by the Department of Infrastructure, VicRoads, Mildura Rural City Council, Swan Hill Rural City Council and the North West Municipalities Association to guide planning and development of the freight transport network in the north-west of Victoria.

The State Government acknowledges the participation and support of the Councils of the north-west in preparing the strategy and the many stakeholders and individuals who contributed comments and ideas.

Department of Infrastructure Strategic Planning Division Level 23, 80 Collins St Melbourne VIC 3000 www.doi.vic.gov.au Final Report North West Freight Transport Strategy Table of Contents

Executive Summary ...... i 1. Strategy Outline...... 1 1.1 Background ...... 1 1.2 Strategy Outcomes...... 1 1.3 Planning Horizon...... 1 1.4 Other Investigations ...... 1 1.5 Structure of report ...... 2 2. Context...... 5 2.1 Population ...... 5 2.2 Economy ...... 7 2.3 Potential Moderating Factors ...... 7 2.4 Policy Framework...... 7 3. Current Commodity Production...... 8 3.1 Irrigated Horticulture...... 8 3.2 Quarry Products ...... 8 3.3 Grain ...... 8 3.4 General Freight ...... 8 3.5 Through Commodity Movements...... 9 4. Future Commodity Growth ...... 13 4.1 Irrigated Horticulture...... 13 4.2 Mineral Sands...... 13 4.3 Quarry Products ...... 14 4.4 Grain ...... 14 4.5 Other Freight...... 14 5. Current Freight Networks...... 16 5.1 Rail Network and Operations ...... 16 5.2 Road Network ...... 16 5.3 Inter-modal Facilities...... 17 5.4 Containerised Freight...... 18 5.5 Air Transport ...... 18 5.6 Key Issues...... 19 6. Future Freight Environment...... 20 6.1 Victorian Government Policy...... 20 6.2 Rail Standardisation...... 20 6.3 Passenger Rail Services...... 20 6.4 Brisbane-Melbourne Rail Link...... 20 6.5 General Movements...... 20 6.6 Inland Ports ...... 21 Final Report North West Freight Transport Strategy Table of Contents

7. Future Freight Demands...... 22 7.1 Methodology...... 22 7.2 Future Rail Demands ...... 22 7.3 Future Road Freight Demands ...... 23 7.4 Air Freight Demand...... 24 7.5 Additional/LongTerm Demands...... 24 8. The Strategy ...... 32 8.1 Rail ...... 32 8.2 Conversion to Standard Gauge ...... 32 8.3 Road Freight...... 36 8.4 Bridges ...... 38 8.5 Freight Transport Regulations ...... 39 8.6 Transport Safety...... 39 8.7 Inter-Modal Interchanges...... 39 8.8 Planning Issues...... 40 9. The Strategy: Longer Term or Further Actions...... 44 9.1 Long-term or Further Considerations...... 44 9.2 Protecting Long-term Options ...... 44 10. References...... 45 Appendices Appendix A: Definitions of rail track quality and classifications Appendix B: Definitions of road functional classification Appendix C: Murray River crossings Appendix D: Methodology Appendix E: Strategic local roads Final Report North West Freight Transport Strategy 1. Strategy Outline

The North West Freight Transport Strategy (NWFTS) 1.3 Planning Horizon provides a framework and directions for developing freight paths to markets, ports and producers. In determining future needs, the strategy has adopted a twenty-year planning horizon. Projections It identifies infrastructure projects and planning over this period represent a compromise between actions required to ensure reliable and efficient freight seeing far enough ahead to make sensible movements that serve the local and State economy. investment decisions while having confidence in The role of all freight modes are considered. projections for commodity growth, and hence, Particular emphasis is placed on integration of modes transport demands. and removal of constraints to the efficient movement To guide implementation, initial priorities are of goods. Opportunities for new freight facilities are identified. The strategy and its assumptions should identified that will minimise impacts on residential and be reviewed in three years following the strategy’s commercial areas consistent with good planning release. principles. Determination of the growth in demands over the 1.1 Background short and long term have been based on industry projections of production growth. Where these The study arose out of concerns raised by the North projections do not extend beyond the next few years, West Regional Forum at meetings held in 1998 to realistic trends for growth in commodities have been formulate the Rural & Regional Strategy. Community extrapolated and endorsed by the Strategy groups, industry and transport operators expressed Reference Group representing producers, transport the need to assess the capacity of the infrastructure operators, council and agency staff. to serve potentially significant growth in exported produce from the area. Other concerns related to the 1.4 Other Investigations quality of the road and rail infrastructure and constraints to reducing freight charges. The Strategy has considered a number of prior studies influencing major infrastructure planning. Recent State Government decisions to reinstate Additionally, a number of discussion papers have passenger services to Mildura and to create a single been developed in the course of the strategy to guide standard gauge rail connection with the State’s south- analysis. west have provided a new impetus to economic development of the area. 1.4.1 Prior Studies 1.2 Strategy Outcomes • Mildura Freight Operations, Relocation and Redevelopment Study, Aug 1995, Connell The work was undertaken to: Wagner “…develop a freight transport strategy for the north • Sunraysia 2000 Mildura Waterfront west of the state having regard to the anticipated Development, July 1997, Bates Smart, Connell growth in the agricultural and mining sectors” Wagner The Strategy has been developed within a policy • Highway Corridor Strategies on the Calder and environment reflecting both the State’s Growing Sunraysia Highways Victoria Together document and Departmental outcomes as expressed in the Department of • Linking Victoria – Victoria’s rural arterial road Infrastructure’s Corporate Plan 2001-2004. These networks strategy- VicRoads 1996. mutually supporting frameworks address social, economic and environment factors and this aspect is • Wemen Mineral Sands Project EES, December explored in more detail in Section 2.4. 1997,NSR Environmental Consultants The strategy identifies: • Murray Basin Mineral Sands: Infrastructure • constraints to efficient goods movement and Planning Study, Sinclair Knight Merz, 2000. proposes their removal • DNRE (2001) Alfred Deakin Irrigation • opportunities for enhanced use of rail for the long Development Feasibility Study. Consultant distance shipment of heavy or bulk goods Report by SMEC. through inter-modal facilities 1.4.2 Discussion Papers • sites for inter-modal facilities that minimise A number were prepared for the Reference Group adverse impacts on residential and commercial including: precincts from either loading/unloading activities and traffic access which can be developed as • Mineral sands in the Murray Basin private/public partnerships • Portland/North West Access Studies – Grain • opportunities to direct through road freight Discussion paper movements to suitable routes. • North West Freight Transport Strategy (NWFTS) – Irrigated Horticulture Issues Paper • NWFTS – Road & Rail Transport Issues Paper

1 Final Report North West Freight Transport Strategy 1. Strategy Outline

The Strategy has been developed in parallel with three relevant studies which this strategy has informed by way of future demands and strategy responses: • Portland Access Study • Rail Gauge Standardisation Study – review of priorities and feasibility of options for standardising Victoria’s freight rail network • Feasibility investigation into the reintroduction of passenger rail services to Mildura. 1.5 Structure of report Section 2 provides a context for the strategy. It defines the study area in terms of population base and economic profile. Sections 3 and 4 describe the major commodities produced or transformed within the north-west, or transported through it, and expectations for growth Section 5 describes how the current freight networks operate and the forecast demands. Section 6 provides some insights into the changing policy and physical environment that will influence freight movements to or from the north-west, whilst Section 7 lists the expected freight vehicle movements the strategy has considered based on commodity growth rates. Section 8 then presents the strategy responses in terms of rail and road infrastructure elements and planning actions whilst Section 9 identifies some potential responses under circumstances of higher growth or longer term growth than forecast.

2 Final Report North West Freight Transport Strategy 2. Context

The study area (Figure 1) extends along the Murray Mildura and Swan Hill will continue to grow. River from Swan Hill to Mildura and westward to the Population within the surrounding rural areas is South Australian border. It includes land variously expected to reduce moderately and gradually over described as the Mallee, Sunraysia District and the next two decades reflecting structural change Murray River Irrigation Scheme. The area is defined (Table 1). in this report as Victoria’s north-west. Some towns along the Murray Valley, such as The primary focus has been on freight demands Robinvale, Cohuna, Nyah and Koondrook could across the Rural Cities of Swan Hill and Mildura expect to have moderate rates of growth. These although the study has relevance across the other towns have relatively stable employment levels and municipalities of the north-west. they may be able to benefit from their proximity to the Murray River for more intensive agricultural activity The area hosts diverse land uses including the as well as retirement migration. Murray River alluvial plains supporting intensive irrigated horticulture, broad-acre cropping and Change is projected in the age structure of the north- grazing, and large areas devoted to National and west over the next two decades with significant State Parks (40% of Victoria’s total by area). increases in the proportion of persons older than 60 and reductions in the proportion aged below 40. In 2.1 Population Mildura and Swan Hill, persons aged 60-69 are estimated to increase from 8.6% currently to 12.3% The combined population of the Rural Cities of (Swan Hill) and 13.5% (Mildura) of the respective Mildura and Swan Hill was approximately 68,400 in municipal populations by 2021. The neighbouring 1999 with ~35,900 residing in the neighbouring rural shires will experience the similar pattern municipalities of Hindmarsh, Yarriambiack, Buloke although the highest loss in population will be in the and Gannawarra. 5-17 and 35-49 age groups. The population within the urban areas of

Table 1. Population projections

1999 Projected 2021 Average annual population population growth rate • SLA Pt A (Mildura) 42,716 53,193 1.1% • SLA Pt B (rural) 4,549 3,933 -0.6% Mildura (Rural City) 47,265 57,126 0.95% • SLA Central 9,676 10,724 0.5% • SLA Robinvale 3.968 3,971 0.0% • SLA Balance 7,433 6,739 -0.4% Swan Hill (Rural City) 21,077 21,434 0.1% Buloke 7,784 6,287 -0.9% Gannawarra 12,505 11,984 -0.2% Hindmarsh 6,871 5,679 -0.8% Yarriambiack 8,765 7,379 -0.7%

Source: Victoria in The Future DOI, 2000 SLA = statistical local areas

5 Final Report North West Freight Transport Strategy 2. Context

2.2 Economy report (ibid) states that, without action, there will be a significant increase in salt load entering the Whilst the area’s population is undergoing change, its Murray River even if no new development takes economy is expected to grow as a result of: place by the year 2026. Recommendations for development of new irrigated areas are proposed. • its central location relative to the major capital centres The quantity, type and quality of commodities grown or extracted in the area is subject to market • junction of nationally significant highways and demands. Increasingly, production will be linked to strong rail links to ports and markets international orders. A future freight transport • strong growth in production from surrounding system needs flexibility to respond to changes in irrigated horticulture crop type and delivery schedules and take advantage of market opportunities. • significant mineral sands development through the Murray Basin 2.4 Policy Framework • a climate attractive for retirees The Strategy has been developed within a policy environment reflecting both the State’s Growing • eco- and recreational tourism (>10% of working Victoria Together document and Departmental population). outcomes as expressed in the Department of Swan Hill and Mildura service a wide area including a Infrastructure’s Corporate Plan 2001-2004. These broad rural hinterland in New South Wales. The area mutually supporting frameworks address social, hosts one of the most important horticultural service economic and environment factors. sectors in the country. ‘Growing Victoria Together’ (GVT) expresses the Current and forecast commodity growth levels are State Government’s broad vision for the future in a explored in subsequent Sections. way that balances economic, social and environmental goals and actions. This framework As much of the commodity growth is destined for refers to eleven strategic issues against which it export and domestic markets, freight movements are outlines priority actions and targets where expected to increase commensurately. appropriate. Given the distance to markets and ports, the ability to This Strategy will contribute most to the following reduce transport costs should directly benefit the issues: economy and assist its competitiveness. • Sound financial management 2.3 Potential Moderating Factors • Safe streets, homes and workplaces There are a number of issues that could impact on the ability of the area to realise its potential. • Growing and linking all of Victoria The ageing population will place increasing demand • on community services and reduce the locally More jobs and thriving innovative industries available labour force. In transport terms, an influx of across Victoria retirees and tourists may increase pressure on the • Building cohesive communities and reducing large centre’s transport networks and require greater attention to road safety. inequalities Realising the potential for commodity growth is • Protecting the environment for future directly dependent on the availability of water, market generations. demand and available land. The Department of Infrastructure has established a The introduction of tradeable water rights in 1991 suite of seven policy outcomes that describe how it resulted in an open market for water supply which will maximise its contribution to the Government’s has increased the availability and price of water. priorities. The NWFTS directly contributes to: Improvements to existing infrastructure, more efficient • Enhanced potential for regional development irrigation methods and improved farming practices and access to services and markets are increasing productivity rates. • Access to additional irrigation water can be achieved An integrated and seamless freight and through the better management of existing water logistics system, that enhances global uses and redirection of water from low intensity competitiveness and meets the needs of agriculture to high intensity horticulture production. business. • The change to pressurised systems of irrigation is Cost effective investment in and management expected to proceed at an accelerated rate compared of infrastructure development in Victoria. with recent years while the most profitable crops, Indirectly, the strategy contributes to transport such as wine and table grapes and vegetables, are in safety and more liveable regional communities. demand. (SKM 1998). The strategy should contribute to the achievement The salinisation of land is a serious threat to of a 30% rail share for freight access to Victorian production across the Murray Basin. The SunRise 21 Ports. 6 Final Report North West Freight Transport Strategy 3. Current Commodity Production

This sub-section summarises available information on shipments. Gypsum is also used in the local commodity production. As such, it provides a manufacture of cement. further context to understanding the link between production/processing and existing freight Road base material, crushed rock, limestone and movements which serves as a base to project future sandstone are quarried for road construction. The network demands and constraints. area does not have adequate supplies of high quality road material and this is railed into the region at a Section 4 following defines the growth projections and rate of 25,000 tonnes per year. The impact on the assumptions used in determining likely future local road infrastructure due to the quarrying industry transport demands. is significant in terms of dust, noise, and road surface maintenance. However, the quarry industry is vital in 3.1 Irrigated Horticulture providing fertilisers for agriculture and materials for road building. The study area includes some of the richest agricultural land in Australia and produces wine and Gypsum for agricultural use is road freighted into the table grapes, dried fruit, citrus, other tree crops and area, often as backloads following deliveries of grain vegetables. It produced 22% of the gross value of and other products to receival points. the State’s agricultural production in 1995/96 and 6% Large gypsum mines are identified on Figure 2. of Australia’s agricultural exports. Irrigated land in the Swan Hill/Robinvale area is predominantly used for growing of wine and table grapes, stone fruit, 3.3 Grain vegetables, and nuts. The Sunraysia accounts for Grains (wheat, oats, barley and cereals for hay) 17% of Victorian citrus, 23% of vegetables and 80% transported within Victoria are grown in the Mallee, of stone fruit. Wimmera and southern New South Wales, from as The area under irrigation includes approximately far north as the Murrumbidgee River (generally the 2,500 irrigation farms covering 17,400ha with the Wagga Wagga/Junee area). water entitlement of 200,000 megalitres per annum. About 95% of all grain destined for export is The districts are managed by two water authorities, transported to the ports of Portland or Geelong, the the SRWA and the FMIT (SMEC 2001 unpublished). bulk via Geelong. Grain destined for the Victorian The major commodities produced or processed in the domestic market is transported by rail or road to the study area include: Tottenham/Sunshine rail terminal for distribution. Grain marketers purchase and store bulk grain for • Dried fruits export through the ports of Portland or Geelong or • Citrus sale into the domestic market. GrainCorp owns over 200 silos and related storage facilities throughout • Stone Fruit/Nuts Victoria and is in the process of rationalising its grain • Vegetables storages and will dispose of about seventy of the smaller ones. GrainCorp operates grain export • Wine (grapes) facilities at Geelong and Portland. • Table grapes Recent Victorian grain harvests have yielded approximately 3 million tonnes annually. The New Table 3 presents information on each commodity South Wales areas freight advantaged to Victoria group’s current production levels, expected future can produce about another 50% of this yield. The growth rates and transport patterns. Port of Portland has consistently handled about 25% Figure 2 shows the current and anticipated extent of and the Port of Geelong between 40 and 60% of the commodity production across the Mallee and Victorian grain yield. The balance is consumed Sunraysia areas and its relationship to the transport domestically. network. 3.4 General Freight 3.2 Quarry Products Across Victoria, Freight Australia provides General Bulk mined products including gypsum, and road Freight Services for the movement of general materials are transported extensively within the study cargoes in LCL (Less than Container Load) form. area. In excess of 1 million tonnes of non-sand Typical goods include wool, carpets, agricultural quarry products are permitted to be extracted in the products, food, hardware, charitable goods, paper region. Transported products are significantly less and packaging, tyres, garden materials and than this total. chemicals. Gypsum is mined primarily in the south-west of the The service is operated by Freight Australia under a study area and distributed to dryland farms(especially contract to the State Government. canola farms) for use as a soil improver and fertiliser. General Freight Services operates to Mildura and Over 400,000 cubic metres are quarried in the Mallee Swan Hill within the study area and Kerang to the region per year of which approximately 64,000 tonnes south-east. Annual tonnages average to 16,000 tpa are exported by rail. A significant volume is at Mildura, under 5,000 tpa at Swan Hill and just over transported by road but records and estimates are 1,000 tpa at Kerang. unavailable owing to the significant amount of small

7 Final Report North West Freight Transport Strategy 3. Current Commodity Production

3.5 Through Commodity Movements The geographical location of Victoria and particularly the north west section makes it a natural passageway for travel between South Australia and New South Wales. The National Highway runs through Mildura and carries a large percentage of interstate traffic. The current value and volume of interstate through movements amounts to approximately $2.7B and 1.9M tonnes respectively (PPK 1999).

8 Final Report North West Freight Transport Strategy 3. Current Commodity Production

Table 2. Commodity production and growth estimates generated within or transported through the north-west * 5 2 5 3 5 5 2 5 4 0.5 growth annual % average - average Long term Expect up to to up Expect 1,000,000 tonnes/pa * 2 1 2 3 2 5 2 4 10 10 10 growth annual % average - - average Short term Short term Expect 600- Expect 800,000 pa tonnes/ Major markets – 20,000 Domestic – 7,000 Export – Gippsland, Domestic Export Domestic – Export Melbourne, Sydney, Melbourne, Domestic Sydney Export and Export Domestic Domestic – Intra-state Domestic Export – Domestic Sydney Melbourne Brisbane Export Export farming acre Domestic-Broad Plaster board Current transportmodes tonnes – 18,000 Road tonnes – 7,000 Rail tonnes – 52,561 Road tonnes – 900,000 Rail – 86.7 Road % % 13.3 - Rail tonnes – 20,000 Road tonnes 5,000 - Rail 97.8% – Road 2.2% Rail – 100% – Intra-state Road 87% – Road 13% Rail 72% – Road – 28% Rail Rail and Road Air and rail Road, 70 60 70 642 365 140 120 80.4 1547 Annual Value $m $216M per $216M per production million tonnes million tonnes 0 levels levels 25,000 25,000 67,000 specific specific Annual (tonnes Corridor Corridor 390,000 950,000 178,000 281,000 210,000 321,000 2,447,000 2,447,000 production Growth in long haul commodities based on Strategic Freight Corridors study in development by National Transport Secretariat Secretariat Transport National by in development study Corridors Freight Strategic based on commodities haul long in Growth * Where grown/ Where grown/ extracted Mildura, Curlwaa Red Cliffs, region Hill Swan Mallee, NSW, Southern Mourquong, Monak, Colignan, – Nangiloc Buronga – Curlwaa Hill Swan Nyah, Robinvale, Point, Lindsay Bend, Nangiloc, Wemen, Boundary Robinvale RedKaradoc, Cliffs, Mildura, Robinvale, Cullulleraine, Lake Merbein, Coomealla, Euston Mildura, Buronga Merbein, Karadoc, Mildura Hill, Swan Robinvale, Wemen Gannawarra, Yarriambiack, Hindmarsh, Hill Swan Commodity Dried fruit Grain Citrus Stone Fruit/Nuts Vegetables Wine grapes Wine Table grapes Mineral Sands Gypsum/Sand Other commodities Total

11 Final Report North West Freight Transport Strategy 4. Future Commodity Growth

In order to establish the future infrastructure 4.1.2 Other Pipeline Projects requirements, transport demands have been examined in the context of the growth over the: The Northern Mallee and Wimmera Mallee Pipeline Projects are concerned with recouping water • short term - approximately 5 years growth distribution losses and redirecting these to develop • niche market opportunities for water intensive long term - approximately 20 years growth. industries. Published industry projections usually cover a 2 to 5 In the context of the strategy, the impact on freight year period. It is difficult to forecast beyond this but it tonnages is difficult to gauge but the resultant is necessary to make judgements for planning industries are unlikely to generate very substantial purposes. tonnages beyond the capacity of the existing There is considerable potential for the expansion of transport networks to support. The focus of intensive agriculture production in the north-west. On horticulture production is expected to remain along realistic industry projections, the value of annual the Murray River. commodity production would increase by more than two-thirds from approximately $1.5B to $2.7B in the 4.2 Mineral Sands life of this study. Increasingly, production will be Australia is a significant world producer of these export oriented and market driven. products (29% of titanium feedstock, 44% zircon) but Two major and internationally significant natural this share is falling (SKM Murray Basin Mineral resource opportunities are emerging in the form of the Sands Project, Infrastructure Planning Study, 2000). vast Murray Basin mineral sands deposits and Deakin Significant resources of mineral sands have been irrigated agriculture Project. identified throughout the Murray Basin. Total The commodity growth rates, shown in Table 3, have reserves are anticipated to approach 60 M tonnes of been developed from industry projections and coarse grained sands with a value of $13B. The endorsed by the Strategy Reference Group as a Infrastructure Planning Study has allocated the reasonable basis for strategic planning purposes. known deposits into five zones for the purposes of establishing likely extraction rates, transport, water, 4.1 Irrigated Horticulture power and social supporting infrastructure. Three of the zones would have some impact on the transport Recent studies have identified 27,000 hectares of networks of the north-west: Pooncarie, Silver City land near Mildura and 14,850 hectares of land near and Swan Hill. Swan Hill suitable for horticultural production conditional on water rights. Of the commercial sands, rutile and ilmenite provide titanium dioxide feedstock primarily for use in 4.1.1 The Deakin Project pigments whilst zircon is used in ceramic glazes, cosmetics, confectionary and industrial processes. The Deakin Project involves a proposal to extend irrigated agriculture from between 4,400 ha to 44,000 The Infrastructure Planning Study identified 10% of ha over a 20 year period south and west of Mildura rutile and 15% of zircon is amenable to being bagged utilising piped water purchased from less intensive, and containerised, the remainder, including all lower value uses elsewhere in the Murray Darling ilmenite, is likely to be transported as dry bulk freight. System. Typical individual bulk shipments are likely to be between 15,000 and 25,000 tonnes. The scale of the project could be more than 3 times the current irrigated land area around Mildura and Ilmenite can be transformed into synthetic rutile and Red Cliffs (DNRE 2001). At this point, the range of similar titanium oxides to supplement naturally development rates remains quite wide subject to occurring rutile. Experience from mineral sands commercial decisions to develop the land. projects elsewhere suggests tertiary processing of ilmenite is a realistic aim. In the interim, half of the land is expected to be devoted to wine grapes, nearly a third for dried fruit Initial shipments of titanium feedstocks and zircon with table grapes, citrus and other consuming the from Murray Basin Titanium’s Wemen Mine amount balance of the irrigated land. After 2010, wine grapes to 40,000t of bagged and containerised product are likely to increase to account for nearly three shipped via Merbein to Melbourne. Up to 50,000 tpa quarters of the total released area in response to a of bulk Ilmenite is being road freighted to Portland drop off in global demand for dried fruit. from Thurla. Over the six year life of the Wemen Project, daily road movements should amount to an The project is estimated to extra 60 cars and 12 trucks each way per day. “...to increase incomes in horticultural Total mineral sands flows through and from the production directly by some $84 million (present value north-west are likely to increase rapidly over the next over 20 years) and support 270 new jobs by year 10. 3-4 years from the current 90,000 tonnes to between More broadly for the region, the flow on effects of this 600 and 800,000 tonnes of dry processed sands development activity will increase the present value of mostly bulk hauled to export on rail. These the incomes created over a 20 year period to an estimates include some expectation that a proportion estimated $138 million, with 328 sustainable jobs of mineral sands extracted from promising NSW created.” deposits, including the Murray Basin Titanium Stage

12 Final Report North West Freight Transport Strategy 4. Future Commodity Growth

2 suite (12 Mile and Prungle) plus the BeMax Ginkco 4.5.2 Through Commodity Movements deposit. The Australian Bureau of Statistics is planning to Together, these mines could potentially supply just release a catalogue describing freight movement under a million tonnes of wet unprocessed sands statistics. In the absence of time series freight (more than 700,000 tonnes of dry sand) to separation statistics through the region, an annual growth rate of plants within the study area. 4% has been derived from work prepared for the National Transport Secretariat un the National; Supplying 600-800,000 tpa of wet sand by road to Freight Corridors Project. Mineral Separation Plants in the north-west translates into 45-60 loaded B Double trips per day, year round The Mallee Highway carries a small but significant or up to 120 total trips crossing the Murray River. volume of interstate freight traffic. There is no evidence that this route is attracting east-west The preferred route for road transport of mineral interstate traffic away from the existing National sands into Victoria is via the Abbotsford Bridge. Highway. The Wemen products are transported by road to a mineral separation plant at Thurla on the Red Cliffs Meringur Rd. The company is still determining longer term transport arrangements. Mineral Separation Plants at Thurla (capable of expansion), Yelta and Ouyen are being actively considered by companies in the region. Other sites closer to the Culgoa deposit could also be realised into the long term. Key mine sites are identified on Figure 2. Table 3 presents the latest information on mineral sands prospects which could potentially utilise the Victorian freight and logistics system. 4.3 Quarry Products Production of gypsum is expected to grow tied to farming activity. For planning purposes, a 2% p.a. growth rate has been adopted. Quarry products for road base will continue to be mined but transport distances will increase as local pits are expired and newer quarries come into production. Large gypsum mines are identified on figure 2. 4.4 Grain Grain production is expected to increase moderately from between 0.5 and 1% per year. Large seasonal variations will continue to be a feature. The current trend is towards greater segregation of grains to serve specific market demands. Increasingly, on-farm storage, grain segregation and direct relationships between producers and international markets are leading to a lengthened season and reduced peak demands. Inland terminals are being established by Grainco at Nullawil and Charlton. 4.5 Other Freight

4.5.1 LCL Freight In the absence of published projections for growth in general freight to the area, an annual growth rate of 2% has been assumed for this study, slightly higher than expected population growth in the target markets.

13 Final Report North West Freight Transport Strategy 4. Future Commodity Growth

Table 3. Mining, transport or processing potential of Mineral Sands in North West Victoria Sand Sand concentrates 450,000 tpa 100,000 tpa 90,000 tpa 400,000 tpa jointly 200- 300,000 tpa 360,000 tpa Mode to port Road or possibly rail Rail or Road Z and Ru - rail Ilmenite - road road then rail road then rail Road to MSP then rail most likely Export port options Portland Portland Zir, Ru - Melbourne Ilm – Portland Portland, Port Pirie Portland, Port Pirie Portland, Adelaide, Geelong, Melbourne Port Pirie, Portland MSP site Horsham or Portland are options Horsham or Portland are options Thurla Thurla or Broken Hill likely to be Thurla Ouyen most likely, Mildura, Portland, Port Pirie or Broken Hill possible Broken Hill or Yelta most likely Tonnes ex mine 650,000 tpa 150,000 tpa 115,000 tpa 400-500,000 tpa 450,000 tpa 0 Mine life estimate 25+ years 6 years 10+ years 10+ years 10 years Status (2001) Env approvals, mining by end 2003 longer term prospect Operating mine 2003/04 2003/04 Test pit, prod 2005 in prod 2003 fine grained, longer term fine grained, longer term exploration Resource Resource 22.4Mt 2Mt 0.7Mt 1.5Mt 1.5Mt 9Mt 7Mt 31Mt 67Mt Location SW Horsham W of Swan Hill SE of Mildura 100km NE Mildura 60km N Robinvale SE Ouyen, Kulwin 100 N Mildura E of Horsham E of Horsham SW Wemen Company Basin Minerals Murray Basin Titanium Iluka BeMax Zirtanium Murray Basin Titanium ) Prospect/ Prospect/ Project Douglas Culgoa Wemen 12 Mile Prungle KWR (Kulwin, Woornack & Rownack Ginkgo Jackson (WIM 200) Donald (WIM 250) Annuello

14 Final Report North West Freight Transport Strategy 5. Current Freight Networks

This section focuses on the function, condition and 5.2 Road Network operation of the existing transport network supporting freight logistics. The major road network in the State’s north-west links communities and provides access to markets Current freight movements fit into four categories: for producers, to inter-modal facilities and distribution 1. locally generated road freight heading to external centres. They are vital to the area’s economic and destinations – Adelaide, Broken Hill, Southern social well-being. NSW and some beyond The area’s highway and main road network is of 2. locally generated freight transported for generally very good standard and capable of processing and/or loading onto rail for transport supporting a substantial growth in freight to Melbourne, Geelong, Portland or other movements. regional centres. The area supports State and National Highways 3. externally generated road freight moving through providing links to SA, NSW, and the rest of Victoria the area generally east-west but some north- (Figure 2). south State managed roads in Victoria are classified 4. externally generated freight imported to the area according to their function (M, A, B or C roads) and for local consumption or transformation for numbered accordingly (Linking Victoria – Victoria’s export. rural arterial road networks strategy – VicRoads 1996) See Figure 2 and Appendix B for details. 5.1 Rail Network and Operations 5.2.1 A Roads Rail is a critical resource for the industries of the These roads provide consistently high standard north-west. The distances to markets and ports and driving conditions on a single carriageway with the heavy, bulky nature of local commodities and their shoulder sealing and overtaking lanes on higher direct link to ports makes rail an essential component trafficked sections and freight routes. The Sturt and of the area’s freight network. Calder Highways are A roads. Victoria’s north-west is served by a broad gauge rail network providing direct connection into the regional 5.2.2 B Roads centres of Bendigo, Ballarat and Maryborough and B roads provide the primary links between major onwards to the Ports of Melbourne and Geelong. Rail regions not served by A roads. They are sealed, 2 carries 95% of the grain and 12% of horticultural lane roads with good delineation and overtaking products exported from the area. lanes where volumes and safety warrants them. The The south-west’s standard gauge rail network Mallee (B12), Murray Valley (B400), Henty (B200) connects directly to the Ports of Portland and and Sunraysia Highways (B220) are B roads. Melbourne. 5.2.3 C Roads The Government has announced connection of the Port of Geelong to the standard gauge network and C roads will generally be two lane sealed roads with conversion of the Yelta, Kulwin, Robinvale and shoulders. They provide an important link between Panitya lines to standard gauge will be pursued in the local access roads and the highway network. partnership with the private sector – see Section 6. Examples of important C roads for freight movement include: Benetook Ave, Robinvale - Sea Lake Rd, Five rail lines serve the north-west: Sea Lake – Swan Hill Rd, Hattah - Robinvale Rd and 1. North Geelong to Yelta (Mildura) the Red Cliffs – Meringur Rd. 2. Ouyen to Panitya (Pinnaroo) 5.2.4 Higher Mass and Over- dimensional 3. Kulwin vehicles 4. Robinvale All declared roads in the strategy area are approved for B-double use. 5. Piangil (Swan Hill) The VicRoads Higher Mass Limits for Road Friendly The Yelta and Piangil lines operate grain and General Trucks and Buses strategy nominates roads across Freight Services, the remaining operate bulk goods or the State upon which vehicles with tri-axle groups grain only. and road friendly suspensions are permitted to operate to higher gross mass limits. The major roads Refer to Figure 2 for a description of current rail of the State’s north-west are approved. operations and Appendix A for a more detailed description of track quality and operations. Following a recent bridge upgrading program, only the Waranga Channel Bridge remains off-limits to B- For a description of current rail inter-modal facilities Double Vehicles in the north-west of the State. refer to subsection 5.3. The currently permitting of road freight vehicles to Rail freight operations in the north-west are currently transport goods for transfer to rail within 50km of a provided by Freight Australia which also holds a 45 rail head up to 45t gross vehicle mass needs to be year lease over the tracks. See Section 6.2 for reviewed following the adoption of higher mass discussion of open access operations vehicle limits. 15 Final Report North West Freight Transport Strategy 5. Current Freight Networks

5.2.5 Murray River Crossings With the advent of more on-farm storage and processing, transport on local roads is growing both The Murray River is a significant barrier to the in terms of load size and mass. These increases movement of freight and people across state exacerbate problems such as pavement failure and boundaries and between production areas, packing dust. Road traffic dust is a problem for horticultural and distribution facilities. The major crossings of the crops adhering to quality management systems and Murray River are integral components of the area’s is especially important for export crops. strategic freight network. The Murray River Crossings Transport Economic 5.2.7 Roads in Urban Areas Study (PPK 1999) recognises seven significant Mildura remains an important stop-over for crossing points on the Murray River including and commercial traffic travelling east-west and an origin between the Swan Hill and Abbotsford Bridges or destination for most north-south freight (Appendix C). Five of the bridges are of strategic movements in the area. interest given the volume of freight vehicles, tonnages carried and their position along the major road Local concerns about impacts on urban amenity and network. interaction with shopping and tourism traffic along Deakin Ave, Seventh St and other commercial Of the 28 road bridges, 2 ferries and 4 rail bridges precincts have focussed attention of the options for crossing the Murray River in Victoria, the Chaffey better distributing road freight vehicles through Bridge at Mildura ranks second highest in terms of Mildura. Swan Hill has already bypassed its total vehicle movements and value of total traffic commercial centre. movements and is the major crossing in the area. Currently, freight facilities served by all modes are The Robinvale Bridge provides a vital link between dispersed across Mildura. Petroleum storage and NSW and Victoria and connects the with rail and distribution facilities are co-located amongst packing/distribution facilities near Mildura. residential and community land-uses and rail freight The Swan Hill Bridge is an important linkage for facilities are located on the river side of the Seventh tourism and regional connections. A significant St railway complex. The railway line forms a physical proportion of freight movements across the bridge are and visual barrier between the city and its waterfront. generated by a local transport operator’s NSW based Swan Hill and is in a similar position to Mildura with depot. industrial land-uses inhibiting stronger physical and The Tooleybuc Bridge carries moderate volumes visual links between the commercial centre of the city but comparable values to the Swan Hill Bridge. and the Murray River. Swan Hill has a defined Seventeen percent of Tooleybuc Bridge crossings are industrial precinct around Karinie St which could made by freight vehicles, of which, nearly three accommodate some of these industrial activities. quarters are undertaking long distance freight haul including links between SA and NSW as an 5.3 Inter-modal Facilities alternative to use of the National Highway (Murray These facilities permit the transfer of freight between River Crossing Study, PPK, 1999). the road and rail system. Rail operators can provide The Abbotsford Bridge serves the Wentworth area a competitive service with road freight by offsetting in south NSW and is an important link for grain additional loading costs resulting from road transfer shipments to the rail-head at Yelta and general freight to/from rail by longer trains that lower unit costs per for export from Merbein. tonne km. Improvements to the efficiency of inter- modal transfers will boost the attractiveness of rail to Currently, over-dimensional vehicles can use the carry a greater share of freight movements. Chaffey (Mildura) and Tooleybuc Bridges and, by permit, the Abbotsford Bridge. The proposed new The design and location of inter-modal sites are Robinvale Bridge will be designed for heavy and large critical to increasing rail’s share of the long distance vehicles. Over-dimensional vehicles face long freight transport. Fundamentals include: detours to avoid the Swan Hill bridge. • suitable location on the rail network which avoids stationary trains blocking road crossings 5.2.6 Local Roads and permit through train operations where Local roads play an important and often overlooked required role in the logistics chain. Access between sources • good direct access to the major road network of production and the rail and major road network usually relies on local roads. Some local roads can • proximity to producers and processing facilities extend for considerable distances. • adequate storage or cooling facilities where Local Governments of the north-west have indicated appropriate concerns about the growth in freight vehicle movements on roads not designed for those volumes. • surrounded by compatible land-uses with room It is recognised that some local roads directly support to expand and co-locate supporting industries strategic movements. Identification of these strategic • strategically located to ensure that significant local roads would assist governments in focussing volumes of traffic can be handled on a regular maintenance resources. basis.

16 Final Report North West Freight Transport Strategy 5. Current Freight Networks

The inter-modal transfer of freight currently produced A five year average of 267,000 tpa of grain is requires four specific types of facilities. shipped via the Robinvale and Piangil Lines including 48,000 tpa destined for Bendigo and 219,000 tpa 1. Containerised freight destined for Geelong 2. Bulk grain A proportion of the (average) 133,000 tpa of grain rail 3. Bulk quarry products including cement freighted to Geelong from Southern NSW is loaded via the bulk grain facilities at Piangil and Swan Hill. 4. General Cargo, including General Freight Services and Petroleum. 5.4.2 Bulk Quarry Products 5.4 Containerised Freight About 25,000 tonnes of cement from Geelong is rail freighted to the former Stockyards siding (now The area’s primary inter-modal facility for cement siding) east of Benetook Ave in Mildura each containerised products is located at Merbein. The year. A considerable portion is being road freighted facility is located west of Mildura on the Calder Hwy on to Broken Hill. Another 25,000 tonnes of gravels and serves the broader region with daily and other quarry products is freighted to Merbein. Melbourne/Geelong rail connections. Gypsum mined near Cowangie is bulk loaded onto The operations offered include morning delivery of the Ouyen-Panitya (Pinnaroo) Line and railed to empty containers for loading on-farm or at-depot for Ouyen where a daily train operates to Geelong, see subsequent delivery for overnight rail travel to Figure 2 and Table 3. Melbourne. Approx 80,000 tonnes of goods are exported by rail per annum with approx 10,000 tpa 5.4.3 General Cargo imported by rail. Average annual container movements were running at 5-6,000pa. (in a 1999 The Mildura General Freight Services operation survey) but have recently increased steeply. handles about 16,000 tonnes per annum (tpa) Considerable cool storage capacity exists at the typically involving 3 to 4 wagons per train per facility and there is potential for an expansion of direction. loading facilities. The Mildura facility consists of a freight gate with Irregular and infrequent container loading has dedicated road access on the north-east side of the occurred at the Swan Hill freight facility off Monash Dr Mildura Rail Centre off Seventh St. Local contractors (110 containers last year via side lift equipment). distribute freight to customers throughout the area. There is convenient access from both the NSW side Seventy percent of current customers are located of the Murray River and the Murray Valley Hwy. around Mildura, 20% in Wentworth and environs and 10% south in Red Cliffs (Bates Smart 1997 5.4.1 Bulk Grain Sunraysia 2000). The GrainCorp storage and handling system consists The Swan Hill General Freight Services operation of over 200 silos and related storage facilities across carries about 25% of the Mildura volume. The freight Victoria. Within the GrainCorp districts of NW Mallee is loaded via a dedicated facility within the Swan Hill and Swan Hill/Mallee, GrainCorp retains 35 on-rail Freight Centre south of the railway station off storage and loading sites and 5 off-rail storage sites. Monash Dr. A smaller operation exists at Kerang In the recent rationalisation, 12 on-rail and 3 off-rail handling about 1000 tpa. sites have been assigned for disposal although some may remain in private hands outside the GrainCorp Of three petroleum distributions facilities within network. Mildura, one (Shell ) continues to be supplied via rail from the Corio refinery whilst the others, BP, Mobil Predominantly, the silo facilities remain focussed and Caltex, ship petroleum via road from South along all 5 rail lines serving the study area. Further, Australia. The Mobil/Shell facility includes a siding off-rail facilities remain along the alignment of the between Ninth and Tenth Streets. Sidings serving former Morkalla Line and at Kooloonong north of the the BP and Caltex facilities remain. Piangil Line rail head. NSW grain producers have access to the Yelta, Piangil and Robinvale facilities in 5.5 Air Transport addition to Moulamein within that State. The Mildura airfield has been recently extended and Rationalisation of the facilities has halved the number can accommodate aircraft to Boeing 737 size. It is of loading facilities along the Kulwin Line within the well located with road access to the Sturt and Calder north-west Mallee and thinned out those along the Highways and hence to Mildura and the surrounding other four lines. Victoria wide, the removal of these area. facilities is expected to have a minimal impact on the supporting road network in terms of extra travel. Of Currently, the airport provides an important far greater impact on the road system has been the passenger function with minor freight movements segregation of grain products. confined to time sensitive, high value products on an as need basis, eg machinery parts and parcel. A five year average of 439,000 tpa of grain is Approximately one tonne of general airfreight is transported to Geelong by rail via the Yelta and delivered to and from Mildura daily predominantly on Kulwin Lines including 78,000 tpa road freighted to passenger services. Yelta and Carwarp from off-rail facilities along the old Morkalla Line. 17 Final Report North West Freight Transport Strategy 5. Current Freight Networks

A further 45,000 tonnes of fresh produce is road freighted to Melbourne Airport for on-shipping to Asian markets. Ninety five percent of this freight is carried on international passenger air services. 5.6 Key Issues Figure 2 includes a list of key freight transport issues facing the north-west’s producers and transport operators.

18 Final Report North West Freight Transport Strategy 6. Future Freight Environment

This section examines the changing environment in The Mildura service is of some relevance to this which changes in freight movements and facilities study and $7.7million has been budgeted to establish have been assessed. a daylight service operating between Melbourne and Mildura in around 5-6 hours. 6.1 Victorian Government Policy There are 33 sidings and 14 crossing loops on the A seamless freight and logistics system will contribute track between North Geelong and Mildura presenting to economic welfare of the State. Rail has a greater a number of opportunities for passenger and freight role to play in this development, a point recognised by trains to pass without significant delay to either. the Government’s intention to increase rail’s share of The service is expected to be operational in 2004. container traffic to the Port of Melbourne from 10% to 30% (Ports Agenda 2000). Track maintenance and upgrades to meet passenger train standards of safety and comfort (Class 2 Progressive standardisation of rural rail lines, standard) could permit a lift in nominal freight train development of a Dynon Hub Masterplan, Wodonga operating speeds from a limit of 65 km/h to more Bypass and a focus on improving port access by rail than 80 km/h. Any amendment in operating speeds across the State support this policy. will need to be agreed by all rail operators, the track The State Government has declared an Open Access manager and regulator. regime applies on the Victorian rail tracks leased to This should permit more efficient freight operations Freight Australia. This regime is expected to increase by reducing travel times to ports and markets, competition on the Victorian rail sector which will be providing greater flexibility in operations for shippers. further boosted by standardisation of much of the rural rail network. The setting of access charges requires a transparent process to identify the 6.4 Australian Transport and Energy marginal costs of additional operations on the tracks Corridor including maintenance costs. The privately advocated proposed Australian Transport and Energy Corridor concept involves a 6.2 Rail Standardisation rail and energy conduit linking Melbourne and Darwin Following a feasibility investigation which identified via Brisbane. Recently completed pre-feasibility significant benefits to the State, the Victorian studies, verified by the Bureau of Transport Government committed $96million towards converting Economics, suggests a Melbourne – Brisbane leg rail lines in the north-west, north east and south-west has potential for significant National economic of the state to standard gauge. benefits and could be privately funded. Work on converting to standard gauge the rail lines In the long term, development of a more efficient from Yelta to North Geelong and Ouyen to Panitya land-bridging system should deliver more flexibility in lines has commenced with the Kulwin and Robinvale logistics systems. Lines to Korong Vale to follow soon after. Connection to the proposed rail system from the The Piangil Line has not been earmarked for north-west would be via the following options: standardisation at this stage to avoid disruption to 1. By rail to Melbourne or Geelong then transfer passenger services. However, if passengers were willing to transfer to planned Regional Fast Train at 2. By road to Menindee or Broken Hill then rail to Bendigo, the Bendigo to Piangil section could be Parkes for transfer standardised, allowing freight goods from Piangil and 3. By road to the alignment via the Murray Valley Swan Hill to access Portland. Hwy. The Government is seeking partnerships with the private sector and Federal Government towards 6.5 General Movements developing the projects. Aside from individual commodity movements, there The project will remove the major freight transport are a number of significant reforms of transport constraint in the State’s west and permit direct rail networks and ports likely to play a major part in access between the north-west and the Port of determining future freight movements. Portland. Both the Mineral Sands and grain Firstly, the focus of future growth in commodities industries are expected to benefit significantly. from the north-west is expected to be export Aside from some re-routing of rail services during the oriented. This makes efficient and direct port access works stage, the standardisation will have little or no an increasingly important issue. direct impact on the speed of rail operations. Secondly, the Victorian Government is aiming to Of greater significance is the potential for competition increase rail’s share of port access from an average from interstate rail operators driving down freight of 10% to 30% (Ports Agenda 2000) charges. The Port of Melbourne provides half the nation’s 6.3 Passenger Rail Services container movements. In recent years it has achieved a 1Million TEU (twenty foot container The Victorian Government will restore passenger rail equivalent units) annual throughput and has an links to four regional centres: Mildura, Ararat, aggressive growth target. Leongatha and Bairnsdale. 19 Final Report North West Freight Transport Strategy 6. Future Freight Environment

Globex, or Grainco, is a new competitor in the geographical advantage to the mineral sands Victorian grain market. Globex has established a prospects in the southern part of the Murray 60,000 tonne storage facility at Appleton Dock, Basin will make it difficult for other ports to Melbourne. Thus, Melbourne will be able to provide establish an alternative facility. container, break bulk and dry bulk facilities. Adelaide will remain a significant source of petroleum The Port of Geelong provides for dry bulk exports and other road-freighted goods supporting the local including most of Victoria’s grain from the north-west economy. and north of the state and beyond via the broad gauge rail network. It is the closest Victorian port to The north-west is a significant supplier of fresh Mildura by rail. The Government has committed part produce to capital city and regional centre markets. of the funds necessary to provide standard gauge This market is expected to grow but reduce its share connections onto the Lascelles Wharf. of the total movements as increasingly producers target export opportunities. Currently, Geelong provides for the export of grains from the north-west and north of the state and beyond Finally, progressive improvements in the efficiency of via the broad gauge rail network rail freight in the Brisbane, Sydney, Adelaide and Perth corridor resulting from competitive pressures, Geelong has limited available land to store stockpiled new logistics arrangements, doubling stacking of sands (Victorian Ports Strategic Study (draft) 2000). containers, improved terminal operations and a potential bypassing of the Tottenham (Melbourne) At this stage, Geelong is not handling containerised freight yard (rail freight bypass of Melbourne) will goods although there remain opportunities to provide place pressure on the road share of long-haul road niche market container loadings. freight. The Port of Portland supports loading of aluminium, Estimates of the potential for rail to grab a higher grain and wood chips. Likewise with Geelong, the share of this business vary depending on policy and port is not equipped to load significant numbers of growth assumptions adopted. The Victorian containers but may be in a position to provide for Government is putting in place a regulatory regime, niche markets. physical infrastructure and planning framework Portland’s deep water port can support the use of supportive of an increased share for rail in freight Panamax size vessels (60,000t and 12m draft). The movements. Whether Victoria continues to feature port has available land for storage and secondary or as an intermediate stop along this freight chain is tertiary processing of mineral sands and is very well also unclear. placed geographically and in terms of facilities to gain The timing of a connection of the Victorian and South much of the mineral sands business and host tertiary Australian rail networks at Panitya/Pinnaroo will be processing. A Portland Freight Access Study has subject to negotiations between the State recently been developed which identifies Governments, Freight Australia and ASR. opportunities to enhance rail and road access to the port. 6.6 Inland Ports The South Australian Government has received Direct rail access to wharves would provide a expressions of interest in developing the Port of significant boost for freight efficiencies. A number of Adelaide’s Outer Harbour capable of handling post ‘inland port’ concepts are being actively pursued by Panamax sized vessels (80,000t). This is not the transport industry across Victoria on the margins expected to be operational for at least 2 years. of Melbourne and in regional centres. Nevertheless, following development of a direct rail From the perspective of the NWFTS, no known connection between Adelaide and Victoria’s north- inland port plans outside the Melbourne Metropolitan west sometime following gauge conversion of the area are likely to offer sufficient advantages to freight north-west lines, there is a chance some freight flows movements from this sector of Victoria. being redirected from Victoria to South Australia, particularly grains. Although estimates vary, at most this could mean 10-20% of the existing grain market is freight advantaged to Adelaide in 2-3 years. There are a number of mitigating factors to be considered; 1. the rail between Pinnaroo and Adelaide is relatively light gauge and not well placed to support increased axle weights, 2. the Port of Melbourne’s port charge position may limit the amount of redirection of containerised freight; and 3. the economies of scale in a single port of access for mineral sands loading, storage and processing mean Portland’s lead time in providing for the Wemen product and its

20 Final Report North West Freight Transport Strategy 7. Future Freight Demands

This section summarises the expectations for future Rail demand has been estimated for both outbound transport movements resulting from the growth levels and inbound movements. For brevity, only the more in Section 4. Future Commodity Growth. substantial out-bound movements are shown in Figures 2 and 3. 7.1 Methodology Under the most optimistic forecasts, freight trains will Future freight movement estimates have been operate well within the theoretical capacities on all derived using a three step process: five tracks. The addition of passenger train services will not adversely impact on scheduling flexibility. 1. establish the proportion of current freight vehicle movements attributed to the major commodity The ability to reduce rail freight charges will be groups using a survey of local transport influenced by economies of scale brought about by operators and producers plus data gleaned from increasing tonnes carried per train. In the simplest other sources, terms, the operator(s) will balance: 1) investment in track to increase payload per wagon, 2) lengthen 2. relate the number of vehicle movements to the trains and extend passing loops and 3) run production levels using likely payloads, additional trains. 3. factor up production levels and adjust any likely It is expected that freight rail operators will changes in distribution patterns or from new accommodate growth in non- and less-time sensitive commodities. freight by extending train lengths before introducing Understandably, a number of assumptions have been additional trains. Increased axle weights is an issue made about payloads, transport distribution patterns being pursued further by the Government with the and growth rates for unsurveyed freight movements track owners and ultimately the freight industry. that, where possible, have been drawn from published statistics or in consultation with operators. 7.3.1 Short Term For a more comprehensive description of the Containerised commodity growth over the next five methodology, refer to Appendix D. years is not expected to require changes in rail The resulting estimates provide realistic figures to capacity or even result in changes to train services. guide long term infrastructure planning. Figure 3 Any growth can be accommodated by increases in outlines future transport demands across the major train length. network links. Train numbers, average and peak train Initial export of mineral sands is taking place via lengths are included. bagged and containerised shipments of rutile and zircon via Merbein and the Port of Melbourne and 7.2 Scenarios road freighting of bulk ilmenite to Portland. Three scenarios have been used to guide analysis of Within 2-3 years, substantial increases in bulk future demands under long term conditions: mineral sand shipments are expected to travel by rail 1. No Swan Hill facility, low rail share from the region (initially Thurla but potentially from Ouyen also) to Portland or Geelong between 2. Swan Hill facility added, low rail share 600,000 and 800,000 tonnes meaning a dedicated standard gauge mineral sands freight train service 3. Swan Hill facility added, high rail share linking the north-west and south is likely within 2-3 A Swan Hill facility refers to the proposed years. development of a high capacity inter-modal container The daily freight service from Merbein with include loading, packing and storage facility in the next 10-20 the inter-modal General Freight Services, petroleum years near Swan Hill. It is expected this will attract and quarry products (including mineral sands) and some freight currently road freighted to Merbein for any small order grain wagons. Approximately the containerisation and transfer to Melbourne. This equivalent of one train a week will continue from would alter movements along the major road network Yelta with about 4 per week from Ouyen each year. serving Robinvale and Swan Hill. Mineral Sands and quarry product carrying trains will The high rail share approach assumes rail attracts a mean an additional 15 trains a week in the lomg term proportion of the road movements to Victorian ports or 2-3 per week day. of markets in line with the proportions shown in Table Short term growth from Swan Hill will continue to be 4. Note that whilst this impacts significantly on the accommodated on a single short train per day. export movements where there is competition from Additional grain trains will run to order. Some growth road freight, the impact on total rail share is less in loading of containers is expected at Swan Hill but pronounced. The corresponding reduction in road not in sufficient quantities to justify investment in freight vehicle movements has been estimated. distribution/loading facilities. 7.3 Future Rail Freight Demand Seasonal differences will reflect greater variation in grain train numbers and length than the slight growth The following analysis of estimated future rail freight expected in railed tonnages. movements has been developed from a freight survey and discussion with transport operators. Data on the Operationally, changes could be quite significant with current and expected future train operations and train introduction of competition, aggressive port lengths is shown on Figure 3. marketing new mineral sand facilities and rail

21 Final Report North West Freight Transport Strategy 7. Future Freight Demands demands and opening up direct rail access to these routes continue to permit safe and efficient Portland. It is difficult to project the likely patterns but travel for all traffic including freight vehicles. the spare rail capacity and few constraints to upgraded or new inter-modal facilities means there Freight vehicle growth rates will vary significantly are few barriers to a more efficient and seamless depending on the route, the dominant commodities freight system in the short term which delivers lower and the rail access scenario applied. Road freight cost transport services. vehicle numbers could increase by up to 4% per annum, well above the background rate of general 7.3.2 Long Term traffic growth but consistent with VicRoads corridor strategies on highways serving Victoria’s north-west. The Yelta-North Geelong (Mildura Line) Line is expected to support, out-bound, a substantially longer 7.4.1 Sturt Hwy container and general freight train from Merbein (and Red Cliffs potentially) plus two grain or mineral sands West of Mildura, the National Highway is expected to trains per week. experience growth of 4% in truck movements in the short term and 2.4% in the long term reflecting strong There are potential synergies in rail transport of road links with Adelaide markets for local produce mineral sands with potential pickup from Ouyen of and shipments of wine and grapes to/from SA sands from the KWR deposit. The ongoing operation producers. of a mixed grain and gypsum train from Ouyen to Geelong has been factored into the strategy. As horticultural production increases south of Robinvale, the Mallee Hwy may attract some freight Maximum train lengths will be 900m north of Ouyen traffic to the Adelaide and SA markets. and up to 1500m south of Ouyen. Passing loops south of Ouyen will require lengthening to 7.4.2 Calder and Sunraysia Hwys accommodate these trains. Development of Mineral Sands prospects at Wemen Without development of inter-modal facilities serving and Kulwin, secondary processing near Mildura and the Robinvale - Swan Hill, the Merbein – Melbourne significant horticultural growth are reflected in high container train will lengthen to over 700m but well truck growth estimates in the short term for the within the 900m length which is the current train Calder Hwy both north and south of Ouyen of about length limit. 4% but a potential levelling or reduction following implementation of a Swan Hill intermodal facility With development of inter-modal facilities at Swan reducing flows to Merbein from around Swan Hill and Hill, expected demand on the Piangil Line should Woorinen. Under a higher rail growth scenario, this mean no change to the existing single container train corridor will be most effected (Figure 3). service per day (per direction) although this train should increase to about 400m average length. Grain 7.4.3 Murray Valley Hwy trains will continue to be run in response to grain orders. A continued focus on the Merbein inter-modal facility for the next decade or more will see continued strong The Piangil Line between Swan Hill and Bendigo growth on the Murray Valley Hwy as containerised possesses four passing loops with lengths of between goods are transferred for rail transport to Melbourne. 290m and 590m. Without an inter-modal facility Similarly, growth pressures south of Swan Hill will along this line, the current track facilities and build in the order of 2-3% pa with a small moderation scheduling arrangements should be sufficient into the in growth following commencement of inter-modal rail long term. transfers at Swan Hill. Demand for shipment of grain along the Kulwin and The route will experience considerable freight vehicle Robinvale Lines is expected to grow moderately in growth and increase in its strategic importance as both train numbers and average train length. irrigated horticulture develops between Robinvale and Swan Hill. With development of an inter-modal 7.4 Future Road Freight Demand facility in the Swan Hill area, this highway will provide Rail remains the preferred mode for long distance an additional access for NSW produce to the movements of freight bound for ports and major Victorian rail network from the Balranald and Hay markets. However, the proximity of the study area to area. Adelaide, its position along a major east-west corridor linking NSW, Vic, SA and WA and regional Victorian 7.4.4 Mallee Hwy destinations for considerable proportion of local This highway currently hosts low numbers of production mean long distance road based transport valuable long distance road freight movements. A will increase. steady growth in freight vehicles of 3-4% per annum Importantly, an increase in the quantity of production can be expected. along the Murray River will alter, fundamentally, the Use of the Mallee Hwy for strategic freight flows is region’s distribution patterns. constrained by alignment deficiencies between Road access to inter-modal facilities is a critical Manangatang and Kulwin, narrow pavements near element in an efficient logistics system. Previous Manangatang, lack of rail crossing warning signals reviews of the Calder and Sunraysia Hwys have east of Manangatang, the quality of the main road identified a program of works required to ensure network north of the Murray River. Ultimately, the Sturt Hwy will remain the primary route for long 22 Final Report North West Freight Transport Strategy 7. Future Freight Demands distance inter-state east-west freight flows given it 2. faster and earlier development of irrigated connects to major regional facilities and freight agriculture including the Deakin Project generating industries, accommodation and freight vehicle servicing and road quality. 3. possible higher rail share for external freight movements Thus, redirection of some road freight movements following establishment of a Swan Hill inter-modal 4. the effect of redirecting long-haul road freight facility from the Calder Hwy South and associated passing through the north-west to alternative main roads can be expected but to a limited degree routes. and well within capacity of the network. 7.6.1 Mineral Sands Potential 7.4.5 Further Considerations As outlined earlier in this section, Mineral Sands Mining and agriculture developments south and west movements through and from the north-west are of Mildura will increase pressure on the road network likely to increase rapidly over the next 3-4 years from west of Red Cliffs in the longer term. the current 90,000 tonnes to between 600,000 and 800,000 tonnes of dry processed sands, mostly bulk Given existing and future inter-modal facilities are hauled, to export by rail. located close to major regional centres, the potential for increased conflicts between local and strategic Thus, notwithstanding global market demands and traffic and amenity impacts could increase. tertiary processing plant capacities, a maximum potential estimate (useful for strategic planning) is a Likely areas include the Cardross and Koorong area sustained 1Mt throughput of sands from road to rail between Yelta/Merbein and Thurla/Red Cliffs and, to between the Murray River and Ouyen. a lesser extent, access to Swan Hill from the west. The strategy suggests Councils undertake a review of One million tonnes of sands per year increases the the capacity of local roads to address these demands number of road freight trips serving separation plants and where necessary, identify suitable responses and to more than 150 per day, in simple terms. planning actions. No further train movements are anticipated over that outlined under the more likely demand level (600- 7.5 Air Freight Demand 800,000 tpa) although train length will grow unless higher axle weights permit larger wagon payloads. There appears to no strong case for a substantial increase in the use of air freight for the transport of If, however, synergies are sought with any loading of freight identified in this study. Small scale niche sands from around Ouyen (sourced from the KWR market shipments could be accommodated without Deposit) the number of trains could increase to 4 placing any significant pressure on the supporting freight trains on the Mildura Line north of Dunolly. infrastructure. Importantly, future demands of this size are well Major impediments to the use of air freight for within the capacity for the Mildura Line, substantial shipments include the heavy and low- notwithstanding an increase in operational moderate value of the goods, the adequacy of complexity. packaging and refrigeration technologies that address product quality issues and the inability to achieve Pressure for the Government to allow larger and economies through substantial back-loading. heavier road freight vehicles to serve the mineral sands industry linking to rail heads are already The recently prepared Master Plan for Mildura Airport building. Realisation of these high end estimates of indicates the existing infrastructure is adequate for mineral sand flows would add impetus to these expected air freight and passenger demands for the pressures. Development of a prescribed route next 15 years. Opportunities to extend the runway to linking the Abbotsford Bridge (upgraded or replaced) accommodate larger jet aircraft in the longer term will to Thurla and Red Cliffs permitting heavier road be protected. freight vehicles could be an option if benefits outweigh costs. In this case, there would be a case 7.6 Additional/LongTerm Demands for private sector contributions towards the route. An important test applied during development of the Supporting infrastructure projects would include: strategy has been the ability of the network to cater • with higher than projected commodity growth or replacement or widening of the Abbotsford demands beyond the strategy horizon (20 years). Bridge to permit two lane operation and larger and heavier freight vehicles Increased freight throughput could be generated • either through demand side effects, ie market development of Meridian Rd into a two-lane road pressures boost production or supply side measures capable of supporting heavy freight vehicles where Government wishes to invest in infrastructure (dependent on location of MSP) or other actions to achieve a regional development • expansion of inter-modal loading facilities. outcome or to boost a mode share or other purpose. • possibility of re-establishing a spur line to Thurla A series of ‘what if’ analyses have identified possible to permit direct loading of mineral sands onto high end demand levels arising from: rail. 1. faster development of the mineral sands industry

23 Final Report North West Freight Transport Strategy 7. Future Freight Demands

7.6.2 Deakin Project from the Sturt Hwy to Mallee Hwy suggest the marginal impacts on the Sturt and Mallee Highways Section 4.1.1 outlines the Deakin Project as a would be well within the capacity of the existing substantial undertaking to establish a new irrigated routes. A comparable redistribution of significant agriculture zone. The DNRE feasibility study has volumes of non-freight traffic is unlikely and hence drawn attention to some key transport infrastructure should not effect timing for upgrading the Chaffey issues although there are few specifics. Bridge. Development of a road network supporting the Recent VicRoads traffic counts on the Mallee Hwy Deakin Project should build upon the existing show no evidence of a redirection occurring to date. alignments, focussing particularly on the Red Cliffs – Meringur Rd, Meridian Rd and Benetook Rd. 7.6.4 Higher Rail Share Development of transport dependent industries at In the event that container inter-modal facilities are Thurla, growth at Koorlong and the considerable operational from Mildura and Swan Hill, analysis of potential of the Deakin Project may increase the case the rail movements under a higher rail share has for re-establishing part of the Morkalla Line at least as been undertaken. Growth in rail’s mode share is far as Thurla (15km). No action should be taken that consistent with the strategy’s broader objective to could jeopardise this opportunity. encourage efficient freight movements. 7.6.3 Redistribution of Long-haul Inter- The mode share assumptions are shown in Table 4. state Road Freight An assessment of the impacts from a substantial redistribution of long haul road freight movements

Table 4 Current area wide rail mode shares and higher share assumptions Commodity transported Rail share of all Rail share of export Higher mode share freight movements movements assumptions Dried fruit 14% 27% 28% Citrus, Stone fruits and 6% 13% 12% Nuts Vegetables 1% 2% 20% Table Grapes 15% 28% 30% Wine 4% 15% 24% Grain 81% 95% 81% Gypsum/Sand 27% Other 3% 3%

24 Final Report North West Freight Transport Study 8. The Strategy – Strategy Actions Table 5. Strategy Actions linked to Government Outcomes1

Strategy Actions Primary responsibility Seamless Freight & Logistics Regional Development Public Safety Liveable Communities 9 9   Convert rail track gauge of north-west rail lines DoI and operators/private sector 9 9   Develop interstate rail link to South Australia to facilitate competition in rail services and between ports DoI and operators/private sector 9 9 9  Reduce freight train travel times to enhance scheduling flexibility through lift in freight train speeds from 65km/h to beyond 80km/h following upgrade of the DoI and operators/private sector Mildura Line for passenger trains by 2004 (will have advantage of taking up to 10,000 cars trips from the Melbourne-Mildura Corridor with commensurate safety and maintenance benefits 2 9 9   Investigate whether cost effective track works could permit the use of large containers (10’6”) on the Piangil Rail Line. DoI and operators/private sector 9 9   Increase strategic passing loop lengths to permit longer freight trains. DoI, VicTrack, Rail Operators 9 9   Government and Council actions to support expansion of the Merbein Inter-modal Facility as a regional resource. Mildura RCC, DoI/Industry 9 9   Protect option for an inter-modal facility at Red Cliffs serving bulk loading of Mineral Sands and Containers supplementing the Merbein facility or alternatively, Mildura RCC reinstate a spur line between Red Cliffs and Thurla along former Morkalla Line reservation. 9 9   Protect option for an inter-modal facility at Swan Hill providing container packing, loading and associated storage facilities in the Karinie St Industrial Complex. Swan Hill RCC 9 9   Contribute to replacement of Robinvale Bridge and duplication of Chaffey Bridge when warranted by traffic demands and/or operational requirements VicRoads, NSW RTA, Fed Gov 9 9   Monitor flows of freight vehicles across other low volume but strategic Murray River Crossings: Abbotsford, Tooleybuc and ultimately Swan Hill Bridges Councils, VicRoads 9 9 9 9 Councils review their local road hierarchies to address growth in road freight movements to strategic freight facilities, including planned facilities at Swan Hill Councils and Red Cliffs/Thurla. Key strategic routes (some identified in this strategy see Appendix E) should be identified, monitored and maintained to support economically valuable freight flows. Where freight flows exceed warrants, application could be made for a road reclassification. With development of inter-modal facilities at Red Cliffs and Swan Hill, recognise the strategic value of local roads (Freight Access Routes) permitting direct links between the existing major road network and rail facilities that minimise impact on residential and commercial amenities. 9 9   Review existing policy on 45t GVM limits within 50km of rail heads following introduction of Higher Vehicle Mass Limits. VicRoads 9 9 9 9 Identify Buronga-Mildura South Road (Benetook Ave) as a major freight route through Mildura and as preferred National Highway link. Mildura RCC’s Mildura RCC, VicRoads, industrial land framework should consider Buronga-Mildura South Road as the axis of a freight-oriented industrial zone. Federal Government The Planning Study should include an extension of Benetook Ave (at least B road standard) southwards from Calder Hwy to reconnect with Sturt Hwy via 16th or 17th Street in the options considered and review of duplication requirements along the Sturt Hwy north of Dow Ave take place. 9 9   Retain north-west grain lines and maintain to existing standards DoI 9 9   Liaise with RTA-NSW regarding road network enhancements east of Tooleybuc and Swan Hill Bridges VicRoads 9   9 Relocate the Mildura Freight Gate facility from the Mildura waterfront. The new location would be preferably located east of Benetook Ave and west of Cowra Mildura RCC, DoI, Track Ave. Negotiations with stakeholders to resolve access arrangements and land matters should begin. This will permit development of Sunraysia 2000 proposal owners/Operators and rationalisation of existing rail facilities at the Mildura Station site.   9 9 Council to protect land for a consolidated petroleum storage and distribution centre, including suitable zoning and protection from future residential and Mildura RCC commercial encroachment. Two site options have been identified including the current Caltex Siding or a co-location with the relocated Mildura Freight Gate.   9  Monitor rail crossing safety in Mildura following relocation of the Mildura Freight Gate Mildura RCC 9 9 9 9 Ongoing development of highways and state roads to achieve currently assigned Linking Victoria standards VicRoads Note 1. Victorian Government Outcomes and targets as outlined in Department of Infrastructure Corporate Plan 2001-2004. 2. Based on 20,000 generated and diverted trips derived from a reintroduced passenger train to Mildura and an assumed rural car occupancy of 2 (DoI Review of Country Passenger Rail Lines – Mildura Line, 2001).. Final Report North West Freight Transport Study 8. The Strategy – Priority Strategy Actions

Table 6. Priority actions

Priority Strategy Actions Primary responsibility Seamless Freight & Logistics Regional Development Public Safety Liveable Communities 9 9   Commence standardisation of north-west rail lines, assess merits of standardisation of Piangil line standardisation north of Bendigo DoI, Operators/Track Lease Holders 9 9   Upgrade the Mildura Line to Class 2 for the purpose of passenger rail operation and assess suitability of lifting rail freight train speed limit DoI, Operators/Track Lease Holders 9 9   Government act to retain ownership of Red Cliffs-Morkalla Rail Reserve to protect future option of extending direct rail access to Thurla and Deakin Project VicTrack area 9 9   Negotiations between South Australian and Victorian Governments, Freight Australia and ASR to resolve the timing of developing a rail connection between SA and Vic Governments plus Panitya and Pinnaroo Track Lease Holders 9    Update guidelines on roads approved for higher mass limits vehicles VicRoads 9 9   Swan Hill RCC consider concept of new container intermodal facility off Karinie St, recognise in strategic plans/MSS and protect access to track. Swan Hill RCC 9 9   Mildura RCC consider Red Cliffs inter-modal facility, include in industrial framework and MSS and protect access to track Mildura RCC 9 9  9 Support Federal Government review of National Highway in Mildura Mildura RCC, VicRoads 9 9   Mildura RCC and DoI identify opportunities to support development of the Merbein Inter-modal facility Mildura RCC, DoI, Private Sector    9 Mildura RCC includes site for a relocated Mildura Freight Gate in Framework Plan and move to protect access to rail reserve Mildura RCC   9 9 Mildura RCC decide on preferred petroleum relocation site and factor into industrial land planning framework/Municipal Strategic Statement, Swan Hill RCC to Councils consider alternative sites and option for integrated facility at Karinie St    9 Councils and VicRoads identify mechanisms to manage noise levels from growth in use of Benetook Ave and Buronga-Mildura South Rd by freight vehicles Mildura RCC, VicRoads  9   State and Local Governments identify regional development opportunities for the region arising from the Deakin Project and Mineral Sands development and DoI, DNRE, DSRD, Mildura ensure an integrated approach to timely infrastructure RCC 9  9 9 Complete and publish highway corridor strategies for Sturt, Murray Valley, Mallee and Henty Highways and program as funds permit VicRoads 9  9  VicRoads program to upgrade intersections of Nyah and Curlewis, Benetook and 11th Streets and other intersections identified through corridor strategies VicRoads, Councils  Final Report North West Freight Transport Strategy 8. The Strategy

This section identifies the actions, both infrastructure scheduling flexibility will reduce. Longer trains will enhancements and planning actions, required to require longer passing loops. ensure the considerable potential for economic growth of Victoria’s north-west is not hampered but Four existing passing loops between Ouyen and enhanced by the supporting regional transport Dunolly have scope to be extended and network. accommodate 1500m trains without interfering with road crossings or other features: The following descriptions and rationale should be • read in conjunction with Figures 4, 6 and 7 and Table Speed 5 and 6 which place the strategy actions in a spatial • Watchem and policy context. • Sutherland 8.1 Rail • Emu. The area is served by five freight rail lines which are With the exception of Sutherland, these loops require all currently under-utilised and offer considerable upgrade prior to any passenger operation. potential for rail to play a greater role for transporting horticultural produce and bulk goods to ports and Opportunities to extend one or more of these loops markets. The approach taken has been to build on concurrent with any upgrade prompted by a decision the available network rather than rationalise or to reintroduce passenger services should be develop alternative routes. considered by Government and Freight Australia. 8.2 Conversion to Standard Gauge The number and location of passing loops that need to be lengthened is an issue for the freight and Conversion of the Mildura Line to standard gauge possible passenger train operators to consider as from Yelta to North Geelong is programmed to be this effects levels of service and scheduling together complete by the end of 2002. The Ouyen to Pinnaroo with Councils and adjacent land-holders. Line is also programmed to be complete in this The Piangil Line between Swan Hill and Bendigo timeframe opening up an additional link to the SA rail possesses four passing loops which should be of network. These lines present the highest priority for sufficient length into the long term given projected gauge standardisation. demands. The Kulwin and Robinvale Lines will be converted by 2004. 8.2.2 Protecting Rail Reservations A short length of additional rail track in Ararat will be The development of the mineral separation plant developed as part of the project to eliminate the need adjacent to the disused Morkalla Line reservation is for an engine run-around. significant. A decision to use rail for shipments of mineral sands from Thurla to Portland or another port 8.2.1 Track Improvements has been made more likely following the Government’s support for conversion of the north- Freight rail operations can continue on the Mildura west lines to standard gauge. Line for the next three years using the current Class 3 or 4 standard tracks. From 2004, the reintroduction The strategy proposes the Morkalla Line reservation of passenger rail services to Mildura will mean an be retained in Government ownership. upgraded rail (Class 2 standard, see Appendix A), Reinstatement of a spur line from Red Cliffs to Thurla should permit a moderate increases in freight train (15.6km) at some point in the future would permit speeds and deliver a smoother ride with benefits for direct loading of bulk sands to rail with its maintaining quality of soft and perishable horticultural corresponding benefits for freight costs and reduced produce. freight vehicle impacts on Red Cliffs and the Red Cliff- Meringur Rd (see Section 8.7). Reinstatement Significant capacity remains for the foreseeable long would need to provide for the relocation or shared term growth in rail demands. use of track by a local tourist railway group. Outside development of inter-modal facilities and Consideration of the future of the Hopetoun- regular maintenance, no significant track Patchewollock rail reserve should be postponed until improvements have been identified as being required the Wimmera-Mallee Water Supply feasibility study on the Piangil, Kulwin, Robinvale or Panitya clarifies the potential for intensive agriculture (Pinnaroo) Lines. development at the southern end of the study area. Conversion of the Piangil Line (Swan Hill) to standard gauge is not currently proposed. The standardisation 8.2.3 Mildura’s Rail Freight Facilities of track north of Bendigo would create a break of Rail freight infrastructure gauge, forcing the loss of the existing passenger train service or at least imposing a sizeable time penalty Since 1995 the Mildura Rural City Council has on the route. commissioned the following studies: Nine passing loops between Mildura and Dunolly Mildura Freight Operations, Relocation and permit current sized trains to pass. As train sizes Redevelopment, August 1995 (Connell Wagner) exceed 900m, passing opportunities will reduce and

31 Final Report North West Freight Transport Strategy 8. The Strategy

Mildura Freight Operations Relocation and operators can commence to establish the Redevelopment – Stage 2 November 1995 ( Connell appropriate land parcel within this precinct. The area Wagner) of interest is within industrial zoned land in close proximity to the General Freight Services freight Sunraysia 2000 – Mildura Waterfront Development, customer base. January 1996 ( Bates Smart) Action should be taken to acquire or protect land These studies examined the relocation of the railway sufficient for the combined freight gate and line out of the Mildura central business area and petroleum distribution facility following a decision on options for the realignment of the railway line to Yelta. the specific preferred land parcel(s). Following re-examination of these studies, a A preliminary cost estimate for relocation of the relocation of the rail line was ruled out but the study freight gate is $2.5M (2001 dollars) and includes: scope was amended to consider opportunities for relocation of freight rail facilities from Seventh St • land costs consistent with Council’s desire to redevelop the land • for Tourism purposes. establishment of services The Strategy proposes that the current freight gate on • development of a new freight gate Seventh St be removed and the land be made • additional track work and road access. available for redevelopment by the Mildura Rural City Council. Sufficient track and rail facilities should be retained to permit unencumbered through movements Petroleum of freight trains and possible operations on passenger trains. Consistent with the Mildura Rural City Council’s (MRCC) long term objectives, an opportunity to Rationalisation of the track and remediation of the site relocate petroleum storage and distribution to a is estimated to cost $1M. consolidated facility integral with the freight gate Implicit in the relocated freight gate is the ongoing should be protected. Integration with the Mildura use of the Seventh St site for train shunting and East Freight Gate would mean access from either formation. Alternatives would mean an increase in Perry St or Cowra Ave. shunting movements and level crossing closures or The cost of such a move is estimated around $7M greater distances between the freight gate and excluding any remediation of the current sites. There customer base. is some potential to reduce the total cost if existing The remaining infrastructure at Seventh St (Figure 5) equipment can be reused. would include: The strategy identifies a priority action for the MRCC • station to decide on a preferred site (from the two), ensure the concept is included in the revised Municipal • carriage storage/replenishment (incorporated in Strategic Statement (and relevant Industrial Land some plans for redevelopment) Framework) and do what it can to protect access and • turntable land requirements. • main line and 2 sidings (roads 1, 2 and 3). Rail operations No actions are proposed to remove other tracks Currently, freight trains are ‘broken’ at Seventh St including the head shunt or old loco depot at this before the container wagons are transported to stage as they do not impact on the Sunraysia 2000 Merbein and the liberated locomotive returns to redevelopment. shunt petroleum, cement and General Freight Services wagons to the various sidings across Safety at level crossings has been a concern but Mildura. Likewise, trains leaving Mildura are ‘made there is no substantial recorded accident history. up’ by shunting and movement of part trains to This does not rule out elevated risk reflected by near Seventh St and brake tested before leaving the city. misses which are not recorded. Rail-crossings in Mildura and nearby towns should be monitored Until petroleum facilities can be relocated east of closely prior to prior to recommendations being made Seventh St, relocation of shunting to east of on suitable treatments. A treatment to address the Benetook Ave will increase the total number of Eleventh St/Benetook Ave roundabout and crossing shunting moves. It is recommended, subject to has been developed by VicRoads and should be further discussion with Freight Australia, that considered for implementation in the context of the shunting operations remain at Seventh St until the National Highway alignment study. petroleum facilities are relocated or the water-front development commences. New freight gate A new freight gate facility should be established in East Mildura, between Benetook and Cowra Avenues with access to this length of main line and direct connection to either Benetook Ave or Eleventh St. Within these locational constraints, negotiations between the Council, State Government and

32 G:/…/012maps/railtracks-Mildura.ppt

Source: Connell Wagner Pty Ltd Pty Wagner Connell Source: C CH 573000 CH

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Madden Ave Chaffey Av Eighth St Bridge 572.947 573.330 Mildura Station

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Storage 1 x x St or age x x S i Freight Gate1 di x x x x ng

Freight Gate 2 x x Seventh Stsite. rationalised Configuration of Figure 5: x Transport Strategy North West Freight

x Rail lines to be removed Final Report North West Freight Transport Strategy 8. The Strategy

8.2.4 Swan Hill’s Rail Freight Facilities On current traffic growth rates, this volume is expected to be reached in around 10 years time. Rail freight infrastructure Any further duplication of Deakin Ave south-west of The anticipated volume and export orientation of Fifteenth St should be delayed pending a decision on freight produced in the Swan Hill and Robinvale areas the alignment of the National Highway and how any is expected to make local loading of containerised such realignment would link to the Sturt Hwy. freight more attractive than road freighting 1-2 hrs to Merbein for loading onto rail. Strategy proposals addressing freight vehicle movements through Mildura are outlined in Section It is proposed that a suitable site be identified and 8.3.5 reserved for a possible future inter-modal interchange. Ultimately, development of such a site There are a number of intersection improvements will be a commercial decision. This strategy identifies required on the Sturt Hwy at Dow Ave, Walnut Ave, the opportunities based on an assessment of its River Avenue and Paschendale Ave. Access control broader strategic merit and supporting infrastructure. through Mildura South, Merbein South and Cullulleraine should be reviewed. The provision of The Swan Hill Rural City Council has previously rest areas should be reviewed. indicated a long term desire to see the freight operations, grain silos and other utilities relocated Calder Hwy (Route A79) from the waterfront. An inter-modal facility to the Additional overtaking opportunities are required for north of the city between Karinie St and the rail line the Calder Hwy between Ouyen and Irymple. and west of the Murray Valley Hwy offers a number of Planning of such facilities should consider the likely attractions (Figure 7): increased volumes of B-doubles expected to use the route north of the Hattah-Robinvale Rd. • it avoids most freight vehicles travelling through the city to unload/load freight This strategy emphasises the importance of the pavement rehabilitation programs identified for the • is located amongst existing industrial land-uses Calder Hwy. The works should continued as funds away from proposed and zoned residential allow. opportunities • Shoulder sealing and complementary delineation close to labour market and readily serviced programs should continue on the Calder Hwy to • located along a proposed freight access route improve this route at A road standard. positioned to serve the predominant freight movements from the north and west. 8.3.2 B Roads A number of issues would need to be addressed Sunraysia Hwy (Route B220) before further action is taken to reserve land, eg A program of pavement widening, shoulder sealing assess likely costs, resolve land ownership, and delineation upgrades has been approved for the investigate any constraints on development from Sunraysia Hwy where safety and capacity needs are flooding controls. greatest. This program should continue as funds Infrastructure requirements would be subject to a allow. detailed design and planning investigation. Murray Valley Hwy (Route B400) 8.3 Road Freight The Murray Valley Hwy Corridor Strategy should be completed. Issues to be addressed include lane The major road network across north-west Victoria is widening works between the Mallee Hwy and well able to support strong growth expectations for Robinvale and delineation north of Kerang. road based transport. The Karinie St/Nyah Rd/Murray Valley Hwy The strategy proposes that corridor strategies on the intersection should be realigned to improve access to Sturt, Murray Valley, Henty and Mallee Hwys be Karinie St and enhance safety. completed and released. Mallee Hwy (Route B12) The implementation of these corridor strategies through the progressive sealing of shoulders, addition The Mallee Hwy is expected to increase in strategic of overtaking lanes and upgraded delineation should importance given the growth in horticultural proceed as funds permit. production between Swan Hill and Robinvale. The Mallee Hwy may provide an increasingly attractive 8.3.1 A Roads option for long-haul east-west road freight movements between NSW, Vic and SA that aren’t Sturt Hwy (Route A30) dependent on a stop in or near Mildura, although The Sturt Highway has been fully developed to A there is no evidence of this yet. Three-quarters of road standard to which it should be maintained. The freight vehicle crossings at Tooleybuc are long haul development of an additional 2-lane bridge abutting movements. the existing Chaffey Bridge is likely to be required Three major constraints on the further use of the once traffic demands approaches 15,000 vehicles per Mallee Hwy remain: roughness levels on the Ouyen day or for other operational reasons. to Manangatang section, poor alignments on

35 Final Report North West Freight Transport Strategy 8. The Strategy approach to the Tooleybuc Bridge and the quality of scenario) and larger payload vehicles will steadily the road network in NSW linking the route to the Sturt increase the impact on local and tourist traffic using Hwy at Balranald. Deakin Ave, Calder Hwy and Seventh St within Mildura in particular, see figure 6. The function of some roads in the NSW road network may be altered following development of inter-modal The case for a bypass of Mildura involving a new facilities in Victoria. Liaison between the Victorian Murray River Crossing is not strong even into the and NSW State Governments should ensure these long term. likely functional changes are considered in strategic network plans. Liaison with affected local An alternative (C road standard) route is available for governments should also occur. road freight vehicle movements between the Calder Hwy and Murray River: the Buronga – Mildura South 8.3.3 C Roads Rd (Benetook Ave) which links the Chaffey River Bridge with industrial zoned land before connecting Rural sections of the C road network are generally of to the Calder Hwy between Mildura and Irymple. an acceptable standard. This is the current over-dimensional route and provides an alternative freight Route (Figure 6). The C road network is well placed to carry This is also preferred by the Mildura Rural City significantly increased volumes arising from growth in Council as the Sturt (National) Highway route horticulture, new mineral sands prospects and new through Mildura. grain distribution patterns. Deakin Avenue is becoming a less suitable route for Outside the urban areas, a review of local roads the National Highway given the increasing heavy movements has not identified any requirement to vehicle volumes within an urban/commercial reclassify current routes or alter the alignment of main environment. roads. The planning investigation into alternative National 8.3.4 Local Roads Highway Routes should consider in the options assessed: Identified key local roads • land and design requirements to integrate a The strategy recognises some local roads are a widened Chaffey Bridge into the route to significant link in the freight chain. Such roads carry encourage its use by freight vehicles more than typical freight volumes and are vital to the regional economy and as such deserve particular • investment in pavement, right of way and attention in maintenance strategies. In many cases, intersection improvements. development contributions have been negotiated with commercial users of the facilities served by these • actions required to extend this standard of route roads. south of the Calder Hwy to Seventeenth St, upgrade of Seventeenth St and intersections Generally, this means those roads connecting large with the Sturt and Calder Hwys, and the packing sheds, mines, distribution centres, potential for upgrading Benetook Ave further processing plants and rail inter-modal facilities to the south to the Red Cliffs Meringur Rd major road network. Appendix E includes a list of Council defined strategic roads with details on their • whether a duplication of the Sturt Hwy from function and the movements they serve. Maps to Fifteenth St to Dow Ave is required. assist in location of the identified routes are included. The Federal Government will determine the route of The development of a revised formula by the Grants the National Highway. Commission for distributing grants for local roads Council and VicRoads can reduce the freight impacts management to Councils recognises the strategic role by addressing surfacing treatments and signing to some local roads perform in determining the discourage the use of truck engine brakes. distribution of available funds. Initial priorities 8.3.6 Swan Hill Road Freight Network An opportunity exists for Councils to re-establish a Road freight Access Route local roads hierarchy which recognises strategic The Swan Hill commercial centre is bypassed by the function in addition to traffic use and condition. The Murray Valley Hwy. This arrangement appears to reporting requirements of the Grants Commission operate effectively for north-south movements process will encourage information on the strategic although attention to intersection design at the function of the road network to be readily accessible Campbell/Curlewis St and Nyah Rd/Curlewis St and up to date. Available funds can then be targeted intersections is required to further encourage its use. to ensure the most economically important roads are maintained as a priority. Road approaches to the existing rail freight facility are suitable and readily manageable from the east, 8.3.5 Mildura Road Freight Network north and south but are problematic from the west. The use of McCallum St by freight vehicles should be Council preferred National Highway Route discouraged. Growth in road freight vehicles of around 3% initially Council should establish requirements for a freight then reducing to 1-2.5% pa (depending on the access route linking the Murray Valley Highway to 36 Final Report North West Freight Transport Strategy 8. The Strategy the Karinie St industrial area, Woorinen Rd, Sea - anticipated to increase by around 70% over the next Lake-Sea Lake Rd and the Airfield. Where freight 20 years on current trends. demands increase, the road should be considered for reclassification in accordance with the established The short bridge length and moderate volumes guidelines. means current average delays are minor. Whilst the attractiveness of the crossing for accessing proposed To the south, an extension of the route to Back Boga inter-modal facilities near Swan Hill will increase Rd has been proposed to link the industrial and freight flows, delays are not anticipated to become freight access route to the airfield, in recognition of significant in the life of the strategy. Flows should be the potential for development of fruit processing monitored regularly to detect changes in use of the opportunities at the site. Connection from the Airfield bridge. to the Murray Valley Hwy from Aerodrome Rd would complete the access route and provide for Attention to the alignment on approach to the bridges movements from and to all directions. The is a more critical aspect which has the effect of development of this freight route is not dependent on limiting travel speeds and reducing safety. such a development but would make more sense in The Abbotsford Bridge will provide a key link to that context. serve the transport of horticultural products and bulk mineral sands from NSW to the Victoria for 8.4 Bridges processing and export via the rail network. Within 3 years, the bridge could experience an additional 150 8.4.1 Murray River Crossings B Double freight trips per day which means more than double current freight vehicle volumes. The Chaffey Bridge at Mildura, is expected to require additional capacity in the medium term once Although the length of the bridge means signalised traffic levels approach 15,000 vpd. The existing control generates delays for traffic, within the context bridge was designed to permit an additional structure of the average trip distances, the delays should not to be built adjacent to it. increase to an appreciable degree. Duplication of the bridge would cost in the order of $15M which Planning for the new structure with upgraded could not be justified on the grounds of reduction in approaches should be considered following a vehicle delays alone. decision on the National Highway alignment. The strategy proposes delays on the Abbotsford The Robinvale Bridge is earmarked for major Bridge be monitored. reconstruction to provide a 2-lane structure which will permit larger and heavier over-dimensional vehicles The Swan Hill Bridge provides a vital community and eliminate delays. An environmental assessment and tourism link. Freight movements are significant is being completed. Construction is expected to in number but less strategic in nature than those at commence in 2004. the Tooleybuc and Abbotsford Bridges. Most current freight trips are generated from transport depots Of the remaining bridges in the north-west, three situated on the NSW side serving Victorian provide for freight movements: producers rather than strategic links between • Tooleybuc Bridge producers and processing or loading facilities. • Abbotsford Bridge The bridge’s share of strategic movements is expected to increase over time as the Swan Hill inter- • Swan Hill Bridge modal facility grows in importance. The Swan Hill All are single lane structures. The Tooleybuc and and Tooleybuc Bridges will serve different production Abbotsford Bridges are important strategic links areas within NSW thus the Swan Hill Bridge’s age serving regional trade. and width limitations will mean a new structure at Swan Hill may be necessary to permit higher mass Judgements about the strategic value of the bridges and over-dimensional vehicles to avoid long detours to freight networks relate to : in the long term. • total freight tonnage carried If not upgraded in response to other needs, a review of the Swan Hill bridge’s freight function should take • total value of movements place once plans for a new inter-modal facility at • vehicle volumes, commercial vehicle volumes Swan Hill reach an advanced stage. and growth expectations Decisions on replacement or upgrade of the Murray • capacity for over-dimensional vehicles River Bridges will ultimately be made jointly by the State Governments of Victoria, NSW and the Federal • position relative to rail heads, industry and on Government on economic, tourism, historic, major movement paths. environmental and social grounds. This study contributes estimates of freight flows arising from The Tooleybuc Bridge provides an important regional development and an understanding of the strategic connection along the Mallee Hwy linking strategic nature of those flows which will assist in three states. Although current freight flows are prioritisation of works to enhance the crossings in the moderate (220 fvpd), the value of freight is future. considerable (nearly $1B per year). This value is

37 Final Report North West Freight Transport Strategy 8. The Strategy

8.5 Freight Transport Regulations to Merbein or direct to markets and ports. Such a facility would also serve the growing Robinvale area VicRoads is developing a publication displaying and NSW producers. The current rail freight facilities approved B-Double routes and green routes at Swan Hill are not adequate for more than small approved for Higher Mass Limit operation. numbers of container loadings. Over-dimensional routes through urban areas should A potentially suitable site for a new Swan Hill rail be reviewed following the strategy’s proposals for freight facility has been identified (Figure 7). The rail freight access routes through Mildura and Swan Hill. reservation along the candidate location is elevated The proposed new Robinvale Bridge will but should present no significant barrier to the accommodate larger and heavier vehicles. Further development of a hard stand, road access, freight development of the Tooleybuc, Swan Hill and storage and refrigerated storage infrastructure. Abbotsford Bridges should apply similar standards. Planning for any such facility should begin now in anticipation for development of the site once local 8.6 Transport Safety demand approaches 3000 container movements per year (in approximately 10 years). This planning The alignment of the rail line through Mildura and should commence following a decision by the Swan Swan Hill and the grid-like road networks mean a Hill RCC to pursue this option. significant number of rail crossings through the cities and their outskirts. The low exposure of both road Two mechanisms could be considered for loading of and rail traffic reduce risks. containers in the design and estimates stage: The accident record does not suggest a substantial 1. Development of two 500m sidings with safety problem is demonstrated nor is delay a serious associated hard-stand, cool store facilities, issue at this time. It is suggested that VicRoads and container park and amenities. Loading of the Councils undertake a regular monitoring of rail containers would follow the same practices as crossing risks, particularly in regard to the changes in the Merbein facility, ie delivery of empty shunting patterns brought about through relocation of container to producer by road, loading at the Mildura freight gate or development of new inter- producer, return delivery of loaded container to modal facilities. inter-modal facility for side-loading onto rail wagon. 8.7 Inter-Modal Interchanges 2. Alternatively, an approach adopted by The north-west is home to a single dedicated inter- Queensland Rail involves development of an modal container loading facility at Merbein. Expected overhead gantry which loads directly from road future demands will mean a need to improve freight vehicles onto rail wagons whilst the train throughput capacity. remains on the main line. This would reduce the number of sidings to one or none if some loss of Additionally, inter-modal loading of containers at flexibility in scheduling of grain trains from Swan Hill is expected to increase in demand to Piangil is accepted. approximately the current scale of operation observed now at Merbein. Significant prospects for Red Cliffs/Thurla development of intensive agriculture and local mineral sands around Red Cliffs and south of Mildura into the Opportunities to develop an inter-modal facility at long term strengthen the case for a third inter-modal Red Cliffs could be integrated with potential mineral facility at Red Cliffs/Thurla. sands storage/loading facilities on an existing track east of Kauri St. Land is available to expand this Mildura area facility. Development of this site would be the most cost-effective means of providing an additional The existing Merbein inter-modal facility (Figure 4) is container/dry bulk loading facility south of Mildura. well located to serve current and future growth in containerised exports from Mildura and its environs. A 20 – 25m wide paved loading area will be needed with associated storage facilities. It should have Extension of the current sidings north and south of direct access to the main line and preferably utilise the mainline west of the Calder Hwy to 300m is an existing siding with good access to Calder Hwy possible (Bates Smart - Connell Wagner 1997). and be away from sensitive commercial and The Mildura RCC Municipal Strategic Statement has residential/community land-uses. Negotiation will be identified land surrounding the rail track in Merbein on required between stakeholders including Council and both sides of the Calder Hwy to “Promote and the State Government to select preferred land consolidate Industry”. parcels and act to secure them for future development. Land for additional cool storage, container processing and loading facilities is available within suitably zoned A potential alternative or additional option for land around the rail line in Government ownership. consideration is the reestablishment of a rail line from Red Cliffs to Thurla. This track could utilise the Swan Hill Morkalla Rail Line reservation ostensibly with sand Further development of intensive irrigated horticulture loadking facilities adjacent the Murray Basin Titanium up the Murray River towards Swan Hill is increasing Thurla Mineral Separation Plant but is also located the pressure for local container loading and within the area designated for horticultural processing facilities in competition to road freighting development as part of the Deakin Project described 38 Final Report North West Freight Transport Strategy 8. The Strategy earlier. Such a facility would remove the requirement Thus, the strategy presents an opportunity to review for a short road leg to a RedCliffs facility, encourage residential development opportunities and industrial use of rail for transport of product to ports/processing land requirements within the Council’s Framework and reduce amenity impacts from road freight Plan. Issues for consideration include: operations into Red Cliffs. Such a facility would • directly support private sector operations and would suitable residential land opportunities be majority private sector funded. A preliminary • the scale and extent of future industrial activities estimated cost for the track works is $7m. focussed around Benetook Ave, Irymple, Red Inland Ports Cliffs, Merbein or other locations An in-land port provides freight loading and unloading • buffering requirements adjacent the industrial facilities, customs and quarantine service clearance and transport facilities including the councils at a site away from a busy and congested wharf area preferred National Highway Route and which in turn allows for direct rail or road access • what role can the planning system play in onto the wharf. encouraging the relocation of petroleum In the context of containerised freight, an inland port distributors to a consolidated site within an would be expected to deliver savings in the industrial zone and what protection may be management of customs and quarantine service required to avoid inappropriate neighbouring clearances. With improvements in rail access directly developments. onto wharves, considerably greater savings are possible from the elimination of road transfer from 8.8.2 Swan Hill Dynon Yard to the wharves and an unloading/loading Although use of the current rail freight loading facility manoeuvre. at Swan Hill should suffice for the short to medium There are no known developed proposals for inland term, action to protect options for an alternative site ports within the north-west or along the freight rail is, however, a priority. Council should include the lines serving the area outside the metropolitan area. possible facility in development of its Framework Development of these facilities is a commercial Plan. matter. The Department of Infrastructure is Redevelopment of the waterfront to improvement developing a freight and logistics strategy which will linkages between the city and Murray River would be provide a policy framework to support guidelines on more achievable if freight facilities were relocated. supporting investment in in-land ports. As in Mildura, some residual rail facilities are likely to The Australian Customs Service has consulted with remain at the site following removal of rail freight industry and government agencies regarding on functions. Cargo Management Re-engineering (CMR). The The bulk of future residential development effect of CMR on the viability of inland ports has yet opportunities are located along the Sea Lake-Swan to be determined. Hill Rd west of the city but east of the Freight Access Route (Figure 7). 8.8 Planning Issues Confining future urban residential developments 8.8.1 Mildura within the freight access route will limit amenity impacts from freight vehicles redirected from Central The relocation of the Freight Gate to East Mildura will Swan Hill and McCallum St in particular. better position the city to adopt its Sunraysia 2000 vision of integrating Mildura with its waterfront. The removal of significant amounts of large, through freight movements from Seventh St west of San Mateo Ave and Deakin Ave will contribute to this objective. Benetook Ave provides a natural boundary for a ‘green belt’ or buffer separating Mildura and Irymple. To the south west, residential and commercial land- uses can abut Benetook Ave to the north-west, industrial land-uses surrounding a relocated freight gate and with direct access to the freight route/National Highway can be concentrated and managed accordingly. Municipal strategic objectives to develop commercial land-uses along the Calder Hwy between the Sturt Hwy and Benetook Ave could result in a repeat of some current problems of strategic and local traffic interaction and amenity impacts experienced on Deakin Ave. To avoid these concerns, the Benetook freight route (possible National Highway) should continue to Sixteenth or Seventeenth St.

39 Figure 6: Mildura & Red Cliffs

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Highways Local Roads Residential Commercial Industrial Main Roads Rail Lines Final Report North West Freight Transport Strategy 9. The Strategy: Longer Term or Further Actions

This strategic framework outlines actions required to secure a more efficient freight transport system over the next two decades. The infrastructure investment response may be reconsidered if: • growth exceeds projections and demands exceed the capacity of key nodes and links or • Government policy and directions require more investment to encourage development of a particular sector or transport mode. 9.1 Long-term or Further Considerations Actions open to Government to provide an additional stimulus for regional development via the transport networks further include: • bring forward development of new inter-modal facilities via partnering agreements with the private sector • consider opportunities to enhance rail productivity via higher axle weights to permit loading of three containers per two wagons for heavy produce or consider double stack containers for bulky and lower mass produce (subject to network improvements outside the north-west) • enhance road freight productivity by permitting heavier or larger vehicles on suitable routes linking production areas and inter-modal facilities • if warranted, develop a case for replacement of the Abbotsford, Tooleybuc Bridges following planned improvements to the Robinvale and Chaffey Bridges. Assessment of actions to develop the region further should consider the full range of possible responses including physical infrastructure, regulatory or other policy responses. A joined-up-government approach should ensure a consistent approach to the public contribution towards regional development. 9.2 Protecting Long-term Options Planning for the post-strategy period will benefit from decisions taken in the near future to protect long term options. Retention of the Red Cliffs - Morkalla Rail Reserve will protect the possible future re-instatement of a rail spur to service the Thurla MSP or potentially other co-located facilities.

43 Final Report North West Freight Transport Study 10. References

Bates Smart - Connell Wagner (1997) Sunraysia 2000 DNRE (2001) Alfred Deakin Irrigation Development Feasibility Study. Consultant Report by SMEC. Hon Candy Broad, MLA (2000) Ports Agenda 2000 speech Maunsell McIntyre (2000) Victorian Ports Strategic Study(Final-Released for consultation) PPK (1999) Murray River Crossings Transport Economics Study – Final Report. (SKM) Sinclair Knight Merz (1998)SunRise 21 Land Capability and Infrastructure Assessment – Stage Two (SKM) Sinclair Knight Merz (2000) Murray Basin Mineral Sands. Infrastructure Planning Study. (SKM) Sinclair Knight Merz (1997) Wemen Mineral Sands Project EES-Traffic & Transport Study SMEC- PSI-Delta (2001 unpublished), Alfred Deakin Irrigation Project Feasibility Study – draft report, Deakin Irrigation Development Committee VicRoads (1998). Sunraysia Highway B220 Corridor Strategy, Ballarat to south of Ouyen. VicRoads(1996) Linking Victoria – Victoria’s rural arterial road network strategy. VicRoads (1995). Calder Highway Strategy

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