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South Australian Freight Council Inc
Level 1, 296 St Vincent St
Port Adelaide SA 5015
Tel: (08) 8447 0635
Fax: 908) 8447 0606
Email: admin@safreightcouncil.com.au
The South Australian Freight Council Inc(SAFC) is the State’s peak, multi-modal freightand logistics industry group that advises boththe Federal and State governments on industryrelated issues. SAFC represents road, rail, seaand air freight modes and operations, freightservice users, and assists the industry onissues relating to freight logistics across allmodes. SAFC is funded by grants from boththe State and Commonwealth Governments(through the Agency of the State Minister forTransport and Infrastructure and theCommonwealth Minister for Infrastructure andTransport) as well as industry.
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The South Australian Freight Council (SAFC) believes that an efficient,effective, internationally competitive, multi-modal, state-wide freightsystem is essential in enabling the State to achieve the social andeconomic future it demands. A fundamental objective is the provision of relevant, timely and accessible infrastructure.
Major infrastructure such as ports, airports and key road and railroutes are important to the movement of products and resourcesproduced and consumed in the South Australian economy and haveundergone hundreds of millions of dollars in improvements under public and private regimes. However, whilst evidence exists thataccess is improving, there are still areas for further enhancement.
As an adviser to State and Commonwealth Governments on all aspects of South Australia’sfreight and logistics-related needs, the SAFC’s Moving Freight report aims to provide thedecision-makers of this State with assistance in recognising the importance and priorityneed for efficient, cost effective, and cohesively planned transport infrastructure over thenext 20 plus years.
In the six years since the publication of the previous edition of the SAFC’s Moving Freight:Infrastructure Principles and Project Priorities report, there has been significant improvement to the access and egress to Port Adelaide and some progress on the development of Adelaide’s vital North-South Corridor. However, the North-South corridor has not yet progressed to completion, and a plan for the entire corridor has notyet been released.
This latest edition of Moving Freight is the result of a collaborative effort amongst majorstakeholders in the South Australian transport and logistics community to identify andprioritise the projects that we are confident will create a major positive economic impactfor the state. Moving Freight takes a critical look at some of the more pressing challengesfacing South Australia’s transport industry, including the rapid growth of minerals exploration and its implications for major freight corridors and port facilities. It alsoaddresses potential sources of funding for future transport infrastructure – withoutincreasing the tax burden on an already overburdened industry.
The document does not attempt to quantify the economic, social or environmental benefitsthat particular projects may deliver to the South Australian and national community butdoes allude to the general areas where benefits will accrue. Quantifying the benefits isbeyond the resources of SAFC and is best left to Governments and industry proponents.However, SAFC’s Economic Impact Assessment & Strategic Analysis: South Australia’sTransport and Logistics Industry paper (July 2010) provides a broad overview of socio-economic benefits.
This report is complemented by other freight and logistics policy documents that explorethe myriad of challenges facing our freight transport industry.
As South Australia moves to play an even greater role in the national economy, with ablossoming minerals industry and strong prospects in defence, technology, aquaculture,education and other industries, the time has come for both State and CommonwealthGovernments, and where appropriate the private sector, to increase their investment inthis State’s freight and logistics infrastructure – creating jobs during the constructionphase and longer-term wealth creation and sustainability for businesses and the community.
Tony GrantSouth Australian Freight Council ChairmanNovember 2012
Chairman’s Statement
Executive Summary
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SAFC members and the South Australian transport and logistics community have identifiedthe projects that they consider to be crucial to lifting South Australia’s transport infrastructure to a level that is comparable and competitive nationally. These projectshave been assessed and prioritised in terms of their adherence to the Core InfrastructureCriteria (page 5), and the contribution that SAFC believes they can make to the achieve-ment of economic, social and environmental objectives. Of the identified projects, four wereconsidered “Urgent”, requiring immediate attention. The top four priority projects are:
1. A free-flowing North-South Corridor ($2.5 billion-$4 billion +), as the backbone of Adelaide’s transport system, was the number one priority in our 2006 paper, and retains this position in 2012 as it remains a critical component of South Australia’s long-term economic prosperity;
2. An accelerated road maintenance program for our State roads to alleviate a maintenance deficit that has exponentially increased from the State Government’s estimate of $160 million in 2003 (not including roads under the care and control of Local Government);
3. Transport infrastructure to support the expanding mining industry, including the development of key deep water ports and road and rail links to service the mining sector across the State; and
4. Addressing “Last Mile” road access issues through critical upgrades and access improvements, and creating more rest facilities on High Productivity Vehicle routes for heavy vehicles across the State ($220 million + over a 20 year period).
In addition, the SAFC also makes the following recommendations:
1. Anticipate the need to expand capacity on key roads leading to and from mines – higher capacity routes able to accommodate high productivity vehicles such as Double and Triple Road Trains, B-Triples, and new innovative road combinations which will be a necessary prerequisite for mine sustainability and will improve environmental and safety outcomes for the community and service providers to these communities. These routes will also be required to handle over-dimensional loads of specialised mining equipment, particularly during their establishment phase;
2. Plan for population growth which will increase the demand for goods and services, and anticipate the impacts of price signalling through road pricing levers and the carbon tax by encouraging the use of larger, and more economical, safer and environmentally friendly heavy vehicles in our community; and
3. Mandate that all Structure Plans adjacent to key freight corridors and facilities incorporate design details for appropriate policies which ensure the free flowing nature of freight corridors and insulates the community against negative environmental outcomes (noise, odour etc.).
SAFC believes that it is now necessary for the State to develop a statewide, integratedmulti-modal Transport Plan to guide transport network and system development.
SAFC also acknowledges that the funding available to Governments for transport infrastructure spending is presently constrained by falling revenues and competingdemands from other sectors (e.g. health and education). In addition, many key transportinfrastructure facilities are increasingly shifting towards private sector control and consequently, the need to invest is now a shared demand and, in some cases, responsibilitywill fall to the private sector alone.
Nonetheless, Governments at all three levels have a responsibility to facilitate investmentin transport infrastructure and to set the appropriate investment environment which encourages private sector involvement where appropriate.
The Organisation for Economic Co-operation and Development (OECD) InternationalFutures Programme recently predicted world Gross Domestic Product (GDP) to growstrongly, possibly double over the period to 2030, meaning air passenger traffic coulddouble in 15 years; air freight could triple in 20 years; and port handling of maritime containers worldwide could quadruple by 20301.
Infrastructure Australia states that between 2010 and 2030 truck traffic is predicted toincrease by 50% and rail freight is expected to jump 90%2.
Moreover, forecasts produced by IBISWorld for Infrastructure Partnerships Australia suggest that the freight task in Australia will increase from 503 billion tonne kilometres in2008 to 1,540 tonne kilometres in 20503.
The provision and maintenance of effective and integrated freight transport infrastructureto meet this challenge is a core responsibility of governments. Achieving a regime thatstrikes the best balance of air, sea, rail and road transport use throughout the State, interstate and overseas remains a fundamental prerequisite for the long-term economicand social viability of South Australia.
Since the South Australian Freight Council released its last Moving Freight: InfrastructurePrinciples and Project Priorities paper in March 2006 much has changed. The global economy has moved into a period of volatility, and Australia has experienced a change inCommonwealth Government – together with a corresponding change in national focusand priorities.
Prices of some commodities have fallen, and ship charter rates for bulk cargo vesselshave only recently begun to recover from unsustainable levels. Vessels were scrappedand aircraft taken out of service as profit margins drastically declined.
Restructuring has also taken place within the intermodal sector, with competition for taskproviding significant benefits to consumers.
Government taxation revenues have dropped against this backdrop of dwindling businessactivity. While the Commonwealth Government increased infrastructure expenditurethrough debt funding, some State governments continue to tighten their spending.
However, a well-performing transport network requires substantial resources to maintainthe quality and condition of the infrastructure, and to meet future needs for expansion.The impacts from any lack of investment are tangible and economic: the construction-costinflation associated with deferred investments can be greater than the borrowing andfinancing costs involved in earlier funding. We should also be mindful that the losses ineconomic and societal benefits are likely to be greater still.
Infrastructure is a smart investment for governments and the community: it is an assetthat increases the productivity of the economy, both now and into the future – making usmore competitive internationally. It also provides a demand for construction, keepingthese businesses (and the businesses that supply them) healthy and providing theiremployees with income that is distributed throughout the economy as they spend.Thirdly, Government taxation revenues expand through company tax, payroll tax, incometax and GST.
While there are ways in which we could better use existing infrastructure (includingreviewing access regimes, traffic light management, and incorporating technologies suchas the Australian Rail Track Corporation Ltd (ARTC) Advanced Train Management Systeminto the supply chain), there is no doubt that measured additional spending on SouthAustralia’s transport infrastructure network during tough economic times will have bothan immediate positive benefit on the economy, and a long-term benefit on our productivity.
1 IBISworld, Road Freight Transport in Australia: Market Research Report. August 2012, accessed 26September 2012, www.ibisworld.com.au<http://www.ibisworld.com.au><http://www.ibisworld.com.au>2 Australasian Transports News, Australasian Transport News Media Kit, 2012-13. Accessed 26 September2012, http://www.fullyloaded.com.au/3 Infrastructure Partnerships Australia, Meeting the 2050 Freight Challenge. 2009. 3
Introduction
Core Principles and Policy Issues:
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Freight transport underpins the community: Freight infrastructure and the freight transportindustry exist to serve the interests and daily needs of business and the community.
• Freight transport is a derived demand – it arises from the original demand from businesses and the community for specific products and their transport and handling.People demand the product, the freight transport sector moves it to them, and it alsoremoves the by-products and waste of the community and manufacturing.
Core government responsibility and community acceptance: Governments at all threelevels have a core responsibility to ensure the provision and proper maintenance of thetransport infrastructure network to meet the needs of the community and the commercialsector today and for future generations.
• Full funding of the transport infrastructure network, for new projects and maintenance,must be a first-order priority for all governments. Funding may be through government,private sector and/or public private partnerships (PPP), or other funding mechanisms.
• Governments and businesses must raise the community’s awareness and acceptanceof the necessity of the transport infrastructure network to support the community’sneeds. In turn, the community must acknowledge, rather than ignore, the need to allocate substantial government funding for transport infrastructure as a high orderpriority.
Long-term confidence and certainty: Freight infrastructure network planning and development must be managed in a manner that provides the community and the business sector with the necessary certainty and confidence to undertake sound commercialdecisions and the long-term investments required for the State to be nationally and internationally competitive.
• Governments and industry partners must deliver the infrastructure network asplanned, and on time, and the network must perform reliably, to the desired standard,on a consistent and sustainable basis.
• Freight corridors, infrastructure and precincts must not subsequently be encroachedupon or be downgraded by urban sprawl and inappropriate adjacent developments.
Facilitate multi-modal balance: The infrastructure assets, policies and regimes implementedby governments must facilitate genuine and effective modal choice and a sound balance inthe use of the various modes – air, sea, rail and road.
• SAFC represents all freight transport modes and therefore has no underlying preferencefor any given mode. We support the utilisation of the most appropriate mode/s for anygiven freight task and region.
• Governments should not artificially manipulate modal choice, through subsidies or othermeans, as this will likely result in inefficient outcomes, which can only be counter-productive for the economy, society and the environment.
• Where Government does exercise its powers in influencing modal choice, it should onlydo so on a basis that is genuinely commercially sustainable in the medium to long term,in so far as freight rates, services and the infrastructure network are concerned.
• SAFC acknowledges that it is not necessary to make all competitive modes available tocustomers in all instances. There will be situations where the provision of an efficientand effective network for one mode (say rail) will negate the need to upgrade modalalternatives (say road).
Core Infrastructure Criteria
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Given these principles, the aim must be to ensure that South Australia has a freight transport infrastructure network that meets the following criteria:
• Is efficient and effective; An efficient and effective freight infrastructure network advantages the entire community by reducing costs and increasing economic viabilitythrough:
• Improving the free flow of freight;• Decreasing congestion which, in turn:
– Decreases safety risks, and – Decreases the adverse environmental impacts of fuel and noise
emissions.
• Is fit for the purpose; it is able to accommodate the desired current and future tasksand reliably perform at the levels of safety, efficiency and effectiveness demanded byindustry and the community.
• Facilitates internationally competitive transport outcomes including:– Access – meeting the accessibility requirements of industry, including connectivity;– Accommodating the vehicles, trains, vessels and aircraft that industry requires
now, and in the future, to remain competitive in its markets;– Competitiveness / pricing - freight logistics costs are a significant component of
overall manufacturing and commodity costs and, as such, the marketability of theproducts is very sensitive to increased freight transport costs. Freight transportcosts must be kept to an absolute minimum to avoid any negative impact upon thecompetitiveness of South Australian (and Australian) products in their respectivemarkets;
– Attractiveness to business and potential investors in the State; and– Delivering a competitive advantage to South Australian businesses by being efficient
and effective in international markets.
• Is genuinely multi-modal and provides for efficient modal-interchange.
• Is state-wide and supports connectivity - facilitating seamless intrastate linkages, aswell as to interstate and international markets with appropriate linkages.
• Provides the capacity to meet ongoing and projected freight demands of the communityand the economy;
• Provides the flexibility to facilitate a responsive freight transport system capable ofmeeting emerging needs and trends.
• Optimises the balance between freight transport logistics and appropriate and sustainable environmental and social outcomes.
• Supports economic development so that industry can, as a minimum, compete on a level playing field in its markets.
• Is funded for the life of the project and the asset - both new infrastructure and, importantly, the maintenance of existing infrastructure for its effective working life,must be fully funded.
• Is sustainable in economic, social and environmental terms, as well as for individuals.
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SA Priority Projects Map
HIGHPrinces Highway duplicationincluding bypass of PortWakefield
URGENTTarcoola-Crystal Brook Rail including Whyalla SpurUrgent/High as volumes warrant
HIGHStuart Highway
URGENTPort Augusta Triangle
MediumSwanport Bridgeduplication
Renmark •
HIGHAdelaide to Melbourne raildoublestack and1800m trains(including double loops)
HIGHSturt Hwy, Port Wakefield to PortAugusta Rd wider shoulders,more passing lanes to accomodate PBS3 vehicles
MEDIUMDukes Highway duplicationTailem Bend Victorian border
MEDIUMYorkey’s Crossing(Add to National NetworkUpgrade as Mines expand)
MEDIUMDuplication of these highways
HIGHRenmark bypass andParinga Bridgereplacement
Myponie Point Area •• Port Spencer
• Swanport Bridge
• Lucky Bay
• Port Bonython
• Port Augusta
URGENTPort Bonython(Port rail and associated facilities)
STATEWIDE PROJECTS n URGENT: Accelerated Road Maintenance, High Productivity Vehicle Access and Facilitation;
n HIGH PRIORITY: Statewide Highway PassingLanes and Shoulder Improvements Program;
n MEDIUM PRIORITY: Rail Intermodal Terminal Development .
HIGHNorthern Connector andNorthern Expressway
HIGHAdelaide Melbourne RailDoublestack and 1,800m trainsincluding passing loops
MEDIUMAddition to National Networkwhen North-South upgradecomplete
MEDIUMOuter ring route Gepps CrossGrade Separation
HIGHAirport connection and Freight Facilities
URGENTPrimary North South CorridorSouth Road
HIGHAdelaide Airport Access
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Adelaide Priority Projects Map
HIGHCoghlan Road
STATEWIDE PROJECTS n URGENT: Accelerated Road Maintenance, High Productivity Vehicle Access and Facilitation;
n HIGH PRIORITY: Statewide Highway PassingLanes and Shoulder Improvements Program;
n MEDIUM PRIORITY: Rail Intermodal Terminal Development .
An Introduction to the Four Modes
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The four modes of transport – road, rail, sea and air4 – play a crucial role in supporting thenational, state and local economies and ultimately, the community as it goes about its dailyactivities.
Each mode plays its part, be that pick-up and delivery to homes, key facilities and manufacturing precincts, haulage from mines to ports and airports for subsequent export,the rapid movement of perishable products to national and international markets, or longhauls between capital cities.
In 2010 in South Australia the Transport and Logistics (T&L) industry had turnover of $8.4 billion, representing 6.9% of Gross State Product, employed 29,000 people (about31,000 Full Time Equivalents- FTE’s), and paid an estimated $355 million of direct taxes(excl. income tax).
This makes the T&L industry 40% larger than the wine industry, 40% bigger than the motorvehicle industry and 70% the size of the agricultural and mining sectors. The economic multiplier effect adds an additional $5.5 billion to the economic impact of the industry5.
Source: Economic Impact Assessment & Strategic Analysis: South Australia’s Transport and LogisticsIndustry, July 2010 (Hudson Howells for SAFC – see http://www.safreightcouncil.com.au/)
RoadRoad transport is an essential element of the Australian transport network. Due toAustralia’s large land area and low population density, Australia relies heavily on roadtransport to move goods across the nation, for pick-up and delivery to intermodal rail terminals, airports and ports, delivery of consumer goods to retail outlets and homes, andthe removal of waste products.
For the 2012/13 Year trucking industry revenue is estimated to be worth $48 billion to theAustralian economy, and employs almost 250,000 staff across 47,000 businesses.
In 2010 in South Australia, the road transport sector had turnover of almost $3.9 billion,including generating $1.7 billion of value add and employed over 19,000 persons (FTE’s).The road sector paid an estimated $180 million in direct taxes7.
SeaShipping represents an industry that makes a massive contribution to the Australian economy, moving the vast majority of the nation’s international imports and exports, aswell as performing a vital role in moving predominantly bulk products around theAustralian coast.
Shipping in Australia carries more than $200 billion worth of cargo in and out of the countryeach year and employs more than 14,000 people either at sea or onshore8;
4 Some companies may consider using slurry pipelines, particularly where high volumes are involved and available transport network capacity may not be able to accommodate it. This document does not consider these potential slurrypipelines, concentrating instead on the four “traditional” modes.5 Economic Impact Assessment & Strategic Analysis: South Australia’s Transport and Logistics Industry, July 2010 (HudsonHowells for SAFC – see http://www.safreightcouncil.com.au/). Incorporates direct employment only and does not includeancillary employment (those working in traditional T&L roles for other industries)6 www.ibisworld.com.au7 Hudson Howells 2010, loc cit8 Stronger Shipping for a Stronger Australia, Speech to the Maritime Industry, Sydney, 9 September 2011, the Hon AnthonyAlbanese, MP, Minister for Infrastructure and Transport, http://www.minister.infrastructure.gov.au/aa/speeches/2011/AS26_2011.aspx
An Introduction to the Four Modes Continued
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In 2010 in South Australia the ‘water transport’ industry had turnover of almost $145m andemployed an estimated 430 persons9. This does not include turnover or employment oninternational vessels visiting South Australian ports.
RailRail is a significant contributor to Australia’s rural and regional economies, producing economic benefits worth around $7.7 billion each year10. Grain and mineral products aremoved from up-country silos and aggregation points to ports for export, and intermodalservices carrying containers and other freight travel between Australia’s capital cities andkey regional centres on a daily basis.
The volume of freight moved by rail in Australia, measured in billion tonne kilometres hasbeen growing strongly over recent years from around 136.9 billion tonne kilometres in2000-01 to around 198.7 billion tonne kilometres in 2006-07, accounting for around 39% oftotal freight transported in 2006-0711. This represents an average growth rate of around5.8% a year.
In 2010 in South Australia the rail industry (including pipeline and other transport)employed almost 2000 persons with turnover of almost $730 million and growing strongly12.
AviationAir transport enables rapid access to markets and expands links between businesses andcommunities. It is particularly significant for the movement of perishable produce, high-value items, and time sensitive freight. Greater aviation connectivity can increase acountry's international competitiveness and lead to improvements in productivity and economic growth.
Aviation contributes greatly to our economic strength as a nation, including as a majoremployer. The annual gross value added by the air and space industry to the Australianeconomy is nearly $6.3 billion. In August 2009, nearly 50,000 Australians were directlyemployed in the air and space industries, over 80 per cent of them full-time employees13.
In 2010 in South Australia the air and space transport industry employed over 1800 personswith turnover exceeding $758 million14.
9 Hudson Howells 2010, loc cit10 Australasian Rail Association, ‘Careers’. Accessed 26 September 2012, <http://www.ara.net.au/careers>http://www.ara.net.au/careers<http://www.ara.net.au/careers'>11 Deloitte Access Economics for Australasian Railway Association, The True Value of Rail Report, August 2011. p. 21.http://www.ara.net.au12 Hudson Howells 2010, loc cit13The Australian Government, Department of Infrastructure and Transport, National Aviation Policy White Paper, 2009.http://www.infrastructure.gov.au/aviation/nap/14 Hudson Howells 2010, loc cit
Government Transport Policies
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The Transport and Logistics industry in South Australia deserves attention as a significantprovider of economic activity – it supports a great number of jobs and generates substantial income and wealth for the community. It is therefore important to have effectivepolicies in place to maximise opportunities in the sector.
State transport planning frameworks need to highlight the importance of a strategic infrastructure network. There must be a focus on strategic, multimodal core networks thatare funded for the life of the asset, and are able to handle the major share of the future economic growth and resultant transport and logistics tasks.
The South Australian Government has released a variety of critical policies developed toguide South Australia’s future. These include:
• The South Australian Strategic PlanThe plan reflects the input of communities throughout the State, and their aspirations forhow the State can best continue to grow and prosper by effectively balancing our econom-ic, social and environmental aspirations in a way that improves our overall wellbeing whilealso creating greater opportunities.
• The 30 Year Plan for Greater AdelaideThe 30 Year Plan is a long-term vision for the State, bringing together all the elements thatneed to be planned so that Greater Adelaide continues to be one of the best places to live inthe world. Transport corridors, including the importance of major freight corridors as strategic transport routes, are acknowledged in the document. The 30 Year Plan is one volume of the Planning Strategy, and there are seven other volumes covering regional aresof the State.
• Strategic Transport Routes – Overlay 2 (South Australian Planning Policy Library – Technical Information Sheet 7)
The purpose of the “overlay” is to distinguish between strategic routes (such as key freightroutes) and other transport routes along corridors. Specific policies about protecting thestrategic importance of the road as a strategic transport route have been included.
• The Strategic Infrastructure Plan for South Australia The South Australian Government has commenced a process to update the StrategicInfrastructure Plan for South Australia 2004/5-2014/15 (released in 2005) to map out infrastructure priorities for the next 10 to 15 years. The 2005 Plan provides an overview ofprogress in infrastructure development and the key challenges and opportunities to be con-sidered in future planning for 15 infrastructure sectors, including transport infrastructure. It also identifies the long term strategic directions or priorities to guide decisions on infrastructure planning and development over the next 10 to 15 years andbeyond.
SAFC welcomes the State Government’s announcement that they will develop a StateFreight Strategy and a State Ports Strategy but these have not been released for consulta-tion at this stage.
All of these Strategies sit within a broader national framework that presently incorporatesthe National Transport Policy Framework, a national urban infrastructure policy (Our Cities:Building a productive, sustainable and liveable future), a National Ports Strategy (Nationalports strategy: Infrastructure for an economically, socially, and environmentally sustainablefuture under consideration by the Standing Committee on Transport and Infrastructure(SCOTI)) and a National Land Freight Network Strategy Update. There are also a variety of smaller regional plans (eg: Green Triangle Region Freight ActionPlan) aimed at addressing issues for a specific local area.
The SAFC supports these Plans in principle, and believes these documents to be a usefulfirst step towards providing an environment in which the transport and logistics industry inthis State and nation can plan it’s future, grow and prosper and continue to service the community at large.
Government Transport Policies Continued
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However, SAFC contends that South Australia would benefit from the development of aState-wide, Integrated Multi-Modal Transport Plan aimed at guiding freight and logisticsnetwork and system development and to highlight emerging opportunities for all industrysectors, including the freight and logistics industry, across the board.
It is anticipated that such a transport plan would address issues currently not addressed inthe various plans listed previously. These issues include:
• An overall assessment of the aggregate impacts that expanding industry sectors (eg:mining, defence industries) will have on the State’s transport infrastructure network andlogistics systems as well as the proposed infrastructure and regulatory adjustments thatwill be necessary to facilitate achievement of the community’s goals for economic development.
• The interaction of various users of the transport network (eg: freight users, cyclists,pedestrians, commuters and the like) and how their sometimes competing needs will beaccommodated.
• The projected population increase forecast within the 30 Year Plan will result in a corresponding increase in economic activity, both in terms of direct employment, as well as in relation to servicing the needs of the community. This expanded populationwill require a well-planned freight network that caters for both industry and the community (including workers) and is efficient and effective, so as to both encourageinvestment that leads to jobs, and to ensure the free flow of consumer goods to anexpanding population that will continue to demand delivery of goods such as food andhousehold items. Of critical importance will be the need to ensure the free flowingmovement of heavy freight vehicles to and from key facilities and between facilities and precincts.
• With the increased dwelling density proposed for some key transit corridors it is imperative that we include the linking transport corridors, both road and rail, into ourstate policy frameworks, including reservation of land for gateway expansion, funding of the new corridors, and increasing capacity on existing corridors when needed. Givencompeting demands and sometimes conflicting uses for our transport networks, it isappropriate for all Structure Plans to incorporate design details for appropriate buffers.This will be a particular issue for the proposed Transit Oriented Developments (TODs),especially where the adjacent transport corridor has a shared and pre-existing freightusage.
• Increased housing density may create difficulties for heavy vehicle access to key centres, as well as delivery vehicle access to private homes. Without a collaborativestrategy issues of access, noise and pollution will be compounded.
• Implied increase in gross state product (GSP) forecast in the State’s various plans andstrategies suggests that there will be productivity improvements across all sectors,including transport and logistics. Consequently plans are needed for expanded access tothe transport network by larger vehicle combinations, especially B-Doubles, B-Triples and Double Road Trains, as well as other innovative vehicles gaining access tothe network through the Performance Based Standards (PBS) process.
South Australia’s future is bright but we will need to be proactive and have access to a suitable transport infrastructure network if we are to achieve our goals for economic, environmental and social development.
Project Priority #1: The North-South Corridor
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The North-South Corridor is currently defined by the State Government as the 78kmstretch of road running between Gawler and Old Noarlunga15. This incorporates theNorthern Expressway, proposed Northern Connector, South Road and SouthernExpressway.
Hemmed in by the ocean to the west and the Mount Lofty Ranges to the east, Adelaidehas always been a north-south oriented city. The primary port, the airport and major railterminals are concentrated in the central-west area, with major industrial and employmentareas located throughout the metropolitan area, all feeding onto the North-South corridor.
The net effect of Adelaide’s geographical limitations is a large volume of road vehiclesrequiring north-south transport movements – whether travelling to and from work, toexport ports and airports, or for other commercial, private and recreational reasons.
Each segment of the North-South Corridor along South Road handles between 22,700 and72,50016 vehicle movements each day, with key intersections handling higher volumes due to cross traffic and turning vehicles. It should be noted that east-west transport is also enhanced by grade separated, north-south oriented cross routes, reducinglong waiting periods at intersections. This route is currently close to capacity.
Since the 2006 edition of Moving Freight, the Commonwealth Government has includedthe full length of the North-South Corridor (to Darlington) on the national network, andhas allocated $940 million for projects.
These funds have now been spent or committed on projects such as the NorthernExpressway, South Road Superway and planning for the section between Regency Roadand Gallipoli Underpass. Funding allocations however remain inadequate for a full routeupgrade.
The State Government funded grade separation at ANZAC Highway (Gallipoli Underpass)and the Glenelg Tram Overpass project have been completed, and the current constructionof the jointly funded South Road Superway elevated road bridge has been welcomeprogress on this corridor.
However, the absence of an integrated corridor plan sees elements such as at-gradepedestrian crossings delaying traffic and negating the good work undertaken to date.
Construction of the proposed tunnel under Port Road, Grange Road and the Outer Harbortrain line has not commenced, and the much touted widening of South Road betweenPort Road and Torrens Road has not progressed, although they form part of the currentplanning study for the corridor.
Construction of the $445m Southern Expressway Duplication project has commenced but,while the project is significant for various communities, it is of relatively minor significanceto the freight industry. A plan for the Darlington Precinct was released in 2010 but has notprogressed to the construction phase and compounds the Darlington bottle-neck.
15 The Government of South Australia, Department of Planning, Transport and Infrastructure, Adelaide’sNorth-South Corridor. Accessed 30 July 2012, http://www.infrastructure.sa.gov.au/south_road_upgrade16 The Government of South Australia, Department of Planning, Transport and Infrastructure, Annual AverageDaily Traffic Estimates: 24 hour two-way traffic flows. Accessed 30 July, 2012.http://www.transport.sa.gov.au/transport_network/facts_figures/traffic_pdfs/aadt_mt11_colour.pdf
Project Priority #1: The North-South Corridor Continued
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The Northern Connector is a proposal designed to capitalise on other projects in the northof Adelaide to create a free-flowing road and rail corridor from the Northern Expresswayto the Port River Expressway, connecting in at the South Road Superway (under construction), west of the current Port Wakefield Road corridor. The rail element of theproject will remove freight trains from the network passing through suburban areas suchas Salisbury and Mawson Lakes, and will facilitate development of the proposed TODs.
The South Rd element of the project, particularly the section between the GallipoliUnderpass and Regency Rd is viewed by industry as the priority element for completion,with the Northern Connector needing to be completed within the timescale of the NationBuilding 2 funding program.
Most concerning is the lack of a detailed vision for the entire corridor: a North-SouthCorridor Plan. The Commonwealth Government’s $70 million allocation to planning thecorridor is welcomed and efforts have centred upon the Regency Rd to GallipoliUnderpass section of the route as well as the Darlington precinct proposal. Howeverprogress needs to quicken and priority investment funding must be allocated. The lack ofa full North-South Corridor Plan creates uncertainty and hampers business investment –who will invest in premises that may be demolished, or have the logistics pathways to akey facility changed for the worse?
A full corridor approach is necessary, incorporating clear and integrated solutions to protect and enhance the State’s long-term productivity and planning by those along thecorridor.
The North-South Corridor requires urgent attention if it is to remain a robust and sustainable backbone for Adelaide’s transport system. For this reason, it remains theNumber One Priority Project of the South Australian Freight Council.
Project Priority #2: Accelerated Maintenance
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The replacement value of the 97,000 km of road in South Australia exceeds $13 billion17.Road pavements compact and deteriorate over time due to the impacts of traffic, particularly heavy vehicles, and due to environmental factors such as hot and cold weatherand the ingress of water. The process of deterioration can be slowed considerably byapplying the right kind of maintenance at the right time.
Currently, around 3% of the urban arterial network is sealed or rehabilitated annually. Acontinuation of this replenishment rate will see the whole network resealed every 34years – well outside the average design life of 15-20 years. Airport runways are resealedevery 8-10 years.
Data currently available on the road maintenance backlog is dated but is expected to significantly exceed the $160 million identified by the State Government in the 2003 DraftTransport Plan.
At the very least, a plan and funding to address the backlog over a 10-year timeframe isrequired.
The Commonwealth Grants Commission found that in 2010-11 the Australian State’s spentover $6.2 billion on maintenance and repairs for roads. However, in the same year SouthAustralia had the lowest expenses per capita on road maintenance at $79, whilst theNorthern Territory spent $570 per capita. Recognising that variables such as road lengthand traffic volumes (including heavy vehicles) will affect the maintenance and repaircosts, the Grants Commission concluded that South Australia needs to spend more thanaverage per person to maintain and repair roads, and significantly more than is currentlybeing spent18.
Source: Road Maintenance, Commonwealth Grants Commission, 2012 (page 4)
17 The Government of South Australia, Department of Planning, Transport and Infrastructure, StrategicInfrastructure Plan for SA 2004/2005 – 2014/15, April 2005. p. 45.18 Commonwealth Grants Commission, Road Maintenance, accessed athttp://www.cgc.gov.au/__data/assets/pdf_file/0004/23467/Road_maintenance.pdf 5 July 2012
Project Priority #2: Accelerated Maintenance Continued
15
Local Government in South Australia maintains approximately 75,000 kms of the State’sroads, 15,000 kms of which are sealed. On average Councils in South Australia spend$162 million p.a on road construction and maintenance. The Local GovernmentAssociation’s 2001 "Wealth of Opportunities Study", whilst 11 years old is still relevant,and found that South Australian Councils needed to increase their spending on maintaining their road assets from $42 million to $147 million per annum just to maintaintheir existing condition and stop further deterioration19. They have insufficient availablefunds to do so.
Poorly maintained transport networks have economic, social and environmental costs.They can:
1. Increase vehicle operating costs and travel timesPoorly maintained roads result in higher fuel consumption, increased vehicle maintenance, increased tyre wear and vehicle depreciation. Poorly maintained roads also impact on travel speeds. Vehicle operating costs and increased travel times directly impact the cost of all goods and services transported by road.
2. Increase road maintenance expenditure.Failure to carry out maintenance when it is needed can lead to increased damage to the road pavement, reducing the wearing surface life. In turn this results in major expenditure to keep the asset in service and ultimately, the need to replace the asset arrives earlier than would normally be the case.
3. Reduce safety.Poorly maintained roads result in greater risk of road accidents, through poor wet weather traction, and bitumen binder “bleeding” or “flushing”resulting in a very smooth surface. Either of these problems can increase braking distances or contribute to loss of vehicle control.
Deterioration of the wearing surface can also lead to poor surface drainage increasing the risk of wet weather crashes.
Inadequate maintenance of the roadside can also impact on road safety. Guardrailsplay an important role in reducing the severity of accidents and preventing rollovers but they also require regular maintenance and repair. Roadside signage and traffic control devices are also important and roadside trees and vegetation, if not cut and maintained, can reduce sight lines and make curves more dangerous. Road shoulders must be graded and kept free of water and loose debris so that vehicles pulling off the road are not at risk.
4. Reduce user satisfaction with ride qualityThe community expects to be able to travel safely and with comfort. Road users expect their roads to be smooth and any increase in roughness is easily discernibleby road users.
5. Reduce trade and tourismPoorly maintained roads can also impact on trade. Sensitive commodities such as fruit and vegetables can suffer damage and loss of value. Poor access to tourist attractions can discourage visitors.
6. Intensify vehicle impacts on the community and the environmentPoorly maintained road surfaces can lead to increased noise and dust levels and vehicle emissions which in turn impacts on nearby residences and local communities. Similarly, rough roads result in higher vehicle emissions and increased levels of greenhouse gases.
19 Local Government Association of South Australia, Wealth of Opportunities – A Study into InfrastructureAsset Conditions in South Australia, http://www.lga.sa.gov.au/site/page.cfm?u=252. Accessed 14 June,2012.
South Australia’s Mining Pipeline September 2012
16
Source: Department for Manufacturing, Innovation, Trade, Resources and Energy of South Australia.South Australia’s Mining Pipeline.
Project Priority #3: Mining Infrastructure and Development
17
The Minerals Boom: South Australia’s New Freight Challenge
The Mining Pipeline “pyramid” graphic indicates that South Australia is on the brink of amajor resources boom, with several new mines and mining projects coming on streamover the next decade.
Exploration activity in South Australia continues to boom, with the state enjoying highstatus in terms of mineral potential (14th of 93 mining jurisdictions surveyed worldwide)20,and private exploration expenditure increasing from $167.9 million in 2009-10 to $328.4million in 2011-1221.
New and existing mines will require significant road and rail transport infrastructureinvestment in order to move outputs to ports and processing facilities, and supplies (fuel,food and mining inputs) back to the mine efficiently. It is understood that some proponents of new mines are also considering the use of slurry pipelines.
Infrastructure funding can be provided by either the private sector when it is the main“direct” beneficiary from the investment, or the three levels of Government, whilst inmany cases, a partnership approach involving the public and private sectors will be necessary.
Three new ports, located at Port Bonython, Port Spencer and somewhere on the westernside of Yorke Peninsula (perhaps in the Wallaroo/Myponie Point area) will be required toexport and import materials and resources from a variety of mines, big and small.Existing ports will likely need to expand so as to facilitate interim solutions for junior miners to assist them to access their markets. Lucky Bay will develop as an interim solution for miners that are expected to shift to direct out-load through deep water portsas volumes grow. Ore exports through Whyalla and Port Pirie continue to grow and areexpected to increase significantly as new mines come on stream. In some instances withvery large developments, new or upgraded airports may also be needed to handle “fly in-fly out” workers and urgent freight (such as replacement machinery parts).
In some cases, investment in one mode may negate the need to invest in an alternative(and competing) mode.
Many of the priorities listed within this report have been included, or have grown in priority in part/wholly, due to the growing prospects of mining industry projects. Thesepriority projects include:
• Port Bonython Expansion & Rail Link – the building of new bulk port facilities, a 23km rail connection to the interstate main line, and possibly, a rail link from the isolated narrow gauge networks on Eyre Peninsula to the national network. Connections may also be justified to link sustainable mines to the rail network and ultimately the port.(Port Spencer and Wallaroo/Myponie Point are expected to initially develop to service specific company requirements and are likely to develop into multi-user ports as development progresses).
• Tarcoola - Crystal Brook Rail Capacity, including the Whyalla spur expansion – this portion of the interstate main line network will be key to logistics for many mines in the region, and is already close to capacity. Implementation of ARTC’s ATMS, new crossing loops and potentially eventual duplication may be required to facilitate rail movement if and when needed, including the interaction of trains moving at different speeds. A rail bypass of Port Augusta may be necessary to improve amenity in the Port Augusta township, and a new connection to the Port Augusta-Whyalla rail spur (commonly referred to as the “Port Augusta Triangle”) will improve rail access from the west and north of the State.
20 Cervantes, M., McMahon, F. Survey of Mining Companies: 2011/2012. The Fraser Institute, February 2012.21 Hon. Tom Koutsantonis, Minister for Mineral Resources and Energy, Media Release: Mineral explorationhits post GFC-high, 3 September, 2012. http://www.pir.sa.gov.au/minerals/press_and_events/news_releas-es/mineral_exploration_hits_post_gfc-high
Project Priority #3: Mining Infrastructure and DevelopmentContinued
18
• Intermodal Terminal Development – mines generally require goods in large quantities, and often rail is the most efficient way to deliver them. Intermodal terminals, where volumes are sufficient to support a business case, are necessary to facilitate the transferof freight to/from road and sea to rail. Terminal developments may also alleviate the demand for road investment to accommodate High Productivity Vehicles.
• Princes Highway Upgrade: Port Wakefield to Port Augusta – this is the key road link from Adelaide and its facilities (such as the container terminal) to the prospective mining regions in the north and west of the State which will see an increasing volume of trucks as new mines develop.
• Yorkey’s Crossing – this road requires an upgrade to firmly establish it as an alternativeroute to Highway 1 around Port Augusta. While both the State Government and the Port Augusta City Council currently share responsibility for the road, there is a strong argument for the Commonwealth Government to fund an upgrade to this alternative route to Highway 1 in the event that the Port Augusta causeway is disabled. This corridoris also the over-dimensional route around the Port Augusta township and facilitates the movement of large equipment items to the mines, and therefore should be upgraded to facilitate all weather usage (notwithstanding that the high cost associatedwith this project will mean that proving viability will be difficult).
Ultimately rail capacity is dependent on crossing loops and therefore additional, longerloops are required to cope with longer trains, an expected increase in traffic, and to facilitate the interaction of trains travelling at different speeds. Axle loads may also presentlimitations to train capacity in the future. ARTC’s current investment in the Advanced TrainManagement System (ATMS) may improve network capacity, reliability, transit times andon-time performance in the short term.
IMX's Cairn Hill Iron Ore Project which commenced in 2010 has added several rail servicesin each direction to the network each week, and there are many other potential minesassessing rail based logistics options which, if proven viable, will significantly increasethe demand for train paths.
Project Priority #4: High Productivity Vehicle Access and Facilitation
19
6-axle, articulated trucks have right of access to almost all roads throughout the state.They can travel down almost every street, including local roads in the suburbs.
Larger trucks, Restricted Access Vehicles (RAVs), have their road access restricted despiteoffering significant benefits to business through higher productivity, and to the communitythrough reduced emissions and numbers of trucks on the road.
One Triple Road Train (currently able to access the Stuart Hwy north of Port Augusta) is theequivalent of 2 x B-Doubles or 3 x 6-axle articulated trucks (“Highway Rigs”).
Innovative new combinations are seeking access to the road network under thePerformance Based Standards (PBS) program which assesses a vehicle’s suitability basedupon its performance on the network, and not what it looks like.
Facilitating increased access for these High Productivity Vehicles is key for the long-termsustainable economic development of our State.
While the State Government’s Heavy Vehicle Access Framework has resulted in generallygood access and a large reduction in the number of access permits required, there remainproblems in gaining access permission for some routes, generally controlled by LocalGovernment, and in particular “last mile” connections from a major route to a truckingyard, intermodal terminal or customer facility22.
In the Final Report of the National Guidelines for the Provision of Rest Area Facilities, theNTC recommends the following guidelines for rest area construction:
* Major Rest Areas should be located at maximum intervals of 100km.* Minor Rest Areas should be located at maximum intervals of 50km.* Truck Parking Bays should be located at maximum intervals of 30km23.
While there has been some investment in significant rest area facilities for heavy vehiclesin recent times (round two of the Heavy Vehicle Safety & Productivity Program deliveredfour new rest areas and the upgrade of three existing rest areas on the Dukes Highway in2010, and a new rest area in 2011 on the Sturt Highway at Waikerie), additional rest areaswould facilitate heavy vehicle compliance outcomes.
In addition, not all rest areas are large enough or designed for use by larger combinationstravelling on adjacent routes.
Staging points are also needed at key points on the network where heavy vehicle accesslevels change from being gazetted for one RAV type to another. As it is illegal for heavyvehicles to split configurations on a public road verge, areas for this activity must be provided.
Again, the private sector may need to provide funding to upgrade some routes, particularlywhere they will be the main beneficiary.
Lack of these facilities results in inefficient combinations being used, higher costs for consumers, and more trucks on the road with consequential negative economic, environmental and social outcomes.
22 Please refer to Appendix I in this document for a comprehensive, but not exhaustive, list of last mileissues in South Australia.23 National Transport Commission, Final Report of the National Guidelines for the Provision of Rest AreaFacilities, the guidelines. p. 9
Six-Axle Articulated Truck (PBS1)
B-Double Combination (PBS2)
Triple Road Train (PBS4)
Urg
ent P
roje
cts
Lifti
ng S
outh
Aus
tral
ia’s
tran
spor
t inf
rast
ruct
ure
netw
ork
com
petit
iven
ess
20
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
1.N
ort
h-S
ou
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orr
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uth
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th
esp
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rop
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oad
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kms
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mN
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19)
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th
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corr
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car
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fre
ight
of
all k
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fac
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pri
vate
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.
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d e
lem
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of
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du
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cap
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free
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OD
s.
21
Urg
ent P
roje
cts
Cont
inue
d
Lifti
ng S
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Aus
tral
ia’s
tran
spor
t inf
rast
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ork
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petit
iven
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nam
e W
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efra
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ents
hav
e b
een
fu
lly s
cop
ed a
t th
is t
ime,
and
new
pro
po
sals
will
dev
elo
p a
s m
inin
g v
entu
res
mo
ve t
ow
ard
s im
ple
men
tati
on
. S
om
e o
f th
e p
roje
cts
curr
entl
y to
ute
d i
ncl
ud
e:
New
Po
rt F
acili
ties
Co
nst
ruct
ion
of
new
po
rt f
acili
ties
at
Port
Bo
nyth
on
(3km
jet
ty,
load
ers,
en
clo
sed
co
nvey
or,
sh
edd
ing
etc
.)ca
pab
le o
f h
and
ling
Cap
esiz
e b
ulk
ves
sels
, an
din
clu
din
g t
he
esta
blis
hm
ent
of
a 23
km r
ail
spu
r an
db
allo
on
lo
op
fro
m t
he
inte
rsta
te m
ain
lin
e n
ear
Why
alla
to
th
e p
ort
. S
om
e ro
ad u
pg
rad
es m
ay a
lso
be
req
uir
ed t
o f
acili
tate
acc
ess
by
Hig
h P
rod
uct
ivit
yVe
hic
les.
24 Lo
cal G
over
nmen
t A
ssoc
iatio
n of
Sou
th A
ustr
alia
, R
oads
& T
rans
port
, ht
tp://
ww
w.lg
a.sa
.gov
.au/
site
/pag
e.cf
m?u
=25
2A
cces
sed
19/0
3/20
12
22
3.M
inin
g R
elat
ed
Infr
astr
uct
ure
an
d
Dev
elo
pm
ent
(co
nt)
Priv
ate
sect
or
po
rt p
rop
on
ents
Co
mm
onw
ealt
h,
Sta
te a
nd
Loca
l G
ove
rnm
ents
(ac
cess
co
rrid
ors
)
AR
TC
$5-
10 m
illio
n (
esti
mat
e)
AR
TC
$3
- 4m
illio
n p
er C
ross
ing
Loo
p (
do
es n
ot
incl
ud
e si
gn
allin
g c
ost
s)
Co
mm
onw
ealt
h G
ove
rnm
ent
toad
d t
o t
he
nat
ion
al n
etw
ork
an
db
oth
th
e S
tate
an
dC
om
mo
nwea
lth
Go
vern
men
tsto
fu
nd
up
gra
de
$40+
mill
ion
(es
tim
ated
) It
sh
ou
ld b
e n
ote
d t
hat
a
rela
tive
ly h
igh
co
st,
wh
ich
dim
inis
hes
th
e p
roje
ct’s
vi
abili
ty,
is a
sso
ciat
ed w
ith
th
isp
roje
ct.
As
req
uir
ed
2017
(to
co
inci
de
wit
h P
ort
Bo
nyth
on
Dev
elo
pm
ent)
or
ear-
lier
if r
equ
ired
fo
r o
ther
dev
el-
op
men
ts (
eg:
the
So
uth
ern
Iro
nd
evel
op
men
t o
f A
rriu
m M
inin
g)
Exp
ansi
on
as
volu
mes
war
ran
t
2017
(o
r ea
rlie
r to
co
inci
de
wit
hm
ine
dev
elo
pm
ent)
Ad
dit
ion
al p
ort
fac
iliti
es a
re t
ou
ted
fo
r Po
rt S
pen
cer
(nea
r Po
rt N
eill)
, Lu
cky
Bay
an
d t
he
wes
tern
sid
e o
fYo
rke
Pen
insu
la (
Wal
laro
o/M
ypo
nie
Po
int)
.
Exi
stin
g p
ort
s m
ay a
lso
nee
d t
o e
xpan
d c
apac
ity
toac
com
mo
dat
e n
ew b
ulk
exp
ort
s.
Co
nst
ruct
ion
of
a ra
il sp
ur
in t
he
“Po
rt A
ug
ust
aTr
ian
gle
”to
allo
w t
rain
s to
byp
ass
the
raily
ard
s in
Port
Au
gu
sta
to d
irec
tly
acce
ss t
he
Why
alla
lin
e fr
om
the
Wes
t an
d N
ort
h o
f th
e S
tate
.
Th
is p
roje
ct w
ill r
emo
ve t
he
inef
fici
ent
nee
d f
or
shu
nti
ng
op
erat
ion
s in
th
e to
wn
ship
Incr
ease
cap
acit
y o
n t
he
Tarc
oo
la -
Cry
stal
Bro
ok
Rai
lse
ctio
n o
f th
e In
ters
tate
Mai
n L
ine
(in
clu
din
g t
he
Why
alla
sp
ur)
by
intr
od
uci
ng
th
e A
TM
S,
and
co
nst
ruct
ing
ad
dit
ion
al,
lon
ger
cro
ssin
g l
oo
ps
toac
com
mo
dat
e lo
ng
er t
rain
s, a
nd
an
exp
ecte
din
crea
se i
n t
raff
ic.
Ad
dit
ion
al i
nves
tmen
t in
oth
er e
lem
ents
of
the
rail
net
wo
rk (
eg: T
arco
ola
-Dar
win
lin
e an
d C
ryst
al B
roo
k-B
roke
n H
ill l
ine)
may
als
o b
e n
eces
sary
to
ac
com
mo
dat
e n
ew t
raff
ics.
York
ey’s
Cro
ssin
gis
th
e d
esig
nat
ed o
ver
dim
ensi
on
alro
ute
fo
r th
e m
inin
g s
ecto
r m
ovi
ng
aro
un
d P
ort
Au
gu
sta
(bet
wee
n H
igh
way
1 a
nd
Stu
art
Hw
y) a
nd
is
ther
efo
re l
ikel
y to
exp
erie
nce
in
crea
sed
tra
ffic
flo
ws
as t
he
min
ing
in
du
stry
dev
elo
ps.
All
wea
ther
acc
ess
is n
eces
sary
(ev
en r
elat
ivel
y lo
w r
ain
fal
l ev
ents
can
flo
od
th
e ro
ute
an
d c
lose
th
e co
rrid
or)
.
Th
is 2
4km
ro
ute
sh
ou
ld b
e ad
ded
to
th
e n
atio
nal
n
etw
ork
du
e to
its
sig
nif
ican
ce a
s an
alt
ern
ativ
e to
Hig
hw
ay 1
.
Urg
ent P
roje
cts
Cont
inue
d
23
4.H
igh
Pro
du
ctiv
ity
Veh
icle
A
cces
s an
d F
acili
tati
on
On
e P
BS
4 V
ehic
le (
say
a Tr
iple
Ro
ad T
rain
) is
bro
adly
eq
uiv
alen
tto
tw
o P
BS
2 V
ehic
les
(B-
Do
ub
les)
an
d t
hre
e P
BS
1Ve
hic
les
(6-a
xle
sem
i-tr
aile
r)
Co
mm
onw
ealt
h a
nd
Sta
teG
ove
rnm
ents
$220
+ m
illio
n o
ver
20 y
ears
fro
m 2
013/
14
To i
mp
rove
saf
ety
ou
tco
mes
, to
en
cou
rag
e g
reat
erp
rod
uct
ivit
y, w
hils
t al
so r
edu
cin
g e
mis
sio
ns
and
th
eo
vera
ll n
um
ber
s o
f tr
uck
s o
n t
he
road
, M
ult
iC
om
bin
atio
n V
ehic
les
(PB
S 2
, 3
and
4 v
ehic
les)
will
req
uir
e fa
cilit
atio
n o
f im
pro
ved
acc
ess,
in
clu
din
gat
ten
tio
n t
o l
ast
mile
iss
ues
an
d t
he
con
stru
ctio
n o
fre
st a
reas
an
d s
tag
ing
po
ints
fo
r H
igh
Pro
du
ctiv
ity
(Res
tric
ted
Acc
ess)
Veh
icle
s.
See
Ap
pen
dix
1 f
or
a d
iscu
ssio
n o
f so
me
Last
Mile
issu
es r
epo
rted
to
SA
FC,
incl
ud
ing
:•
Acc
ess
for
Do
ub
le R
oad
Tra
ins
and
B-T
rip
les
(PB
S
3 Ve
hic
les)
on
th
e co
rrid
or
lead
ing
fro
m P
ort
W
akef
ield
to
Ard
ross
an;
•A
cces
s fo
r P
BS
3 V
ehic
les
on
th
e co
rrid
or
lead
ing
fr
om
th
e B
aro
ssa
Valle
y ar
ea a
nd
th
e R
ose
wo
rthy
S
trat
egic
Gra
in S
ilo C
om
ple
x to
Po
rt A
del
aid
e (v
iath
e N
ort
her
n E
xpre
ssw
ay);
•A
cces
s fo
r P
BS
3 V
ehic
les
fro
m B
ow
man
s in
term
od
al t
erm
inal
an
d g
rain
co
mp
lex
to P
ort
W
akef
ield
ro
ad•
B-D
ou
ble
acc
ess
on
Silo
Ro
ad a
nd
Mai
tlan
d R
oad
n
ear
the
Ard
ross
an G
rain
Silo
Co
mp
lex;
•
Acc
ess
for
PB
S 3
Veh
icle
s in
th
e G
reen
Fie
lds
area
wh
ere
seve
ral
tru
ckin
g d
epo
ts h
ave
esta
blis
hed
;•
Acc
ess
to v
ario
us
Gra
in S
ilo C
om
ple
xes
acro
ss
the
Sta
te b
y B
-Do
ub
les
(PB
S 2
Veh
icle
s) a
nd
D
ou
ble
Ro
ad T
rain
s (P
BS
3 V
ehic
les)
;•
Th
e n
eed
to
exp
and
acc
ess
for
Hig
her
Mas
s Li
mit
(H
ML)
Veh
icle
s (g
ener
ally
fit
ted
wit
h a
ir b
ag (
road
fr
ien
dly
) su
spen
sio
ns
•E
xpan
ded
acc
ess
to “
Co
mm
od
ity
Ro
ute
s”
acce
ss d
uri
ng
pea
k p
erio
ds
and
am
end
men
t o
f th
e d
efin
itio
n o
f “p
lace
of
pro
cess
ing
” fo
r ex
po
rt
com
mo
dit
ies
to b
e p
ort
s ra
ther
th
an i
nte
rim
st
ora
ge
for
faci
litie
s w
her
e n
o p
roce
ssin
g o
ccu
rs.
Rel
ativ
ely
sim
ple
im
pro
vem
ents
, fo
r ex
amp
le t
he
inst
alla
tio
n o
f a
slip
lan
e an
d b
ette
r tr
affi
c lig
ht
coo
rdin
atio
n i
n t
he
vici
nit
y o
f th
e A
del
aid
e Pr
od
uce
Mar
kets
at
Poo
raka
can
im
pro
ve e
ffic
ien
cy a
nd
saf
ety
ou
tco
mes
fo
r th
e co
mm
un
ity
as a
wh
ole
.
Sta
gg
ered
del
iver
y o
f p
roje
cts
to 2
033.
Th
e S
tate
Go
vern
men
t is
co
nti
nu
ou
sly
neg
oti
atin
g w
ith
Loca
l G
ove
rnm
ent
and
in
du
stry
to e
xpan
d a
cces
s. M
ost
rec
entl
y,59
ro
ute
s w
ere
up
gra
ded
in
Oct
ob
er 2
012
in t
ime
for
the
fort
hco
min
g g
rain
har
vest
.
Urg
ent P
roje
cts
Cont
inue
d
Lifti
ng S
outh
Aus
tral
ia’s
tran
spor
t inf
rast
ruct
ure
netw
ork
com
petit
iven
ess
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
24
Hig
h pr
iori
ty P
roje
cts
Mai
ntai
ning
Our
Pos
ition
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
1.A
irp
ort
Co
nn
ecto
r (R
ich
mo
nd
Ro
ad
Ext
ensi
on
)
Wh
ilst
smal
l in
to
tal
volu
me
air
frei
gh
t p
lays
an
inv
alu
able
ro
lein
th
e m
ove
men
t o
f p
eris
hab
lep
rod
uct
s (t
un
a, f
ruit
etc
.) a
nd
hig
h v
alu
e g
oo
ds
(eg
: el
ectr
on
ics)
, as
wel
l as
urg
entl
yn
eed
ed it
ems
such
as
mac
hin
ery
spar
es.
2.A
irp
ort
Co
rrid
ors
In a
dd
itio
n t
o i
ncr
ease
d
pas
sen
ger
an
d f
reig
ht
mo
vem
ents
th
rou
gh
th
e ai
rpo
rt,
on
go
ing
dev
elo
pm
ent
will
occ
ur
in t
he
Bu
rbri
dg
eB
usi
nes
s Pa
rk, T
aple
ys p
reci
nct
(Har
bo
ur T
ow
n a
rea)
Mo
rph
ett
Prec
inct
an
d A
irp
ort
Eas
t zo
nes
.
Sta
te G
ove
rnm
ent
& P
riva
teS
ecto
r
Fun
din
g r
equ
irem
ents
nee
d to
be d
eter
min
ed f
ollo
win
gm
ore
inte
nsi
ve s
tud
ies
Sta
te a
nd
Co
mm
onw
ealt
hG
ove
rnm
ents
in
par
tner
ship
wit
h t
he
pri
vate
sec
tor
Fun
din
g r
equ
irem
ents
nee
d t
ob
e d
eter
min
ed f
ollo
win
g m
ore
inte
nsi
ve s
tud
ies
2017
+
2017
+
Th
e A
del
aid
e A
irp
ort
Mas
ter
Pla
n o
utl
ines
po
ssib
lefu
ture
dev
elo
pm
ent
of
the
airp
ort
pre
cin
ct.
Ric
hm
on
d R
oad
lead
s fr
om
So
uth
Ro
ad t
o t
he
east
ern
bo
un
dar
y o
f A
del
aid
e A
irp
ort
– t
hen
sto
ps.
As
the
airp
ort
ter
min
al e
xpan
ds,
fre
igh
t fa
cilit
ies
will
be
mo
ved
to
th
e A
irp
ort
Eas
t Pr
ecin
ct a
nd
th
is r
oad
,u
pg
rad
ed t
o 2
6m B
-Do
ub
le s
tan
dar
d,
will
be
anim
po
rtan
t lin
k to
pla
nn
ed n
ew e
xpo
rt o
rien
ted
on
-ai
rpo
rt f
reig
ht
faci
litie
s.
A c
on
nec
tio
n t
o t
he
Mo
rph
ett
Prec
inct
wo
uld
als
o b
eb
enef
icia
l in
th
e lo
ng
er t
erm
an
d w
ill i
mp
rove
fre
igh
tm
ove
men
ts t
o a
nd
fro
m t
he
airp
ort
an
d b
eyo
nd
, as
wo
uld
gaz
ette
d B
-Do
ub
le a
cces
s o
n T
ran
spo
rtA
ven
ue.
A p
ote
nti
al l
ink
bet
wee
n M
orp
het
t R
d a
nd
an
exp
and
ed R
ich
mo
nd
Rd
, aro
un
d t
he
airp
ort
bo
un
dar
y,m
ay b
e ap
pro
pri
ate
in t
he
futu
re.
Sin
ce p
riva
tisa
tio
n A
del
aid
e A
irp
ort
has
dev
elo
ped
rap
idly
in
to a
fac
ility
th
at t
he
wh
ole
Sta
te c
an b
ep
rou
d o
f, i
ncl
ud
ing
th
e ad
dit
ion
of
a n
ew t
erm
inal
bu
ildin
g a
nd
mu
lti-
sto
ry c
ar p
ark,
as
wel
l as
es
tab
lish
men
t o
f a
vari
ety
of
com
ple
men
tary
bu
sin
ess
faci
litie
s in
th
e ai
rpo
rt e
nvir
on
s.
Th
e A
del
aid
e A
irp
ort
Mas
ter
Pla
n o
utl
ines
th
e ar
eas
wh
ere
futu
re d
evel
op
men
t is
lik
ely
to o
ccu
r, a
nd
inco
rpo
rate
s cl
ust
ered
fac
iliti
es o
n t
he
airp
ort
sb
ou
nd
arie
s.
So
as
to e
nsu
re t
hat
th
ese
area
s co
nti
nu
e to
dev
elo
pan
d b
usi
nes
ses
can
acc
ess
pro
du
ctiv
e an
d e
ffic
ien
tsu
pp
ly c
hai
ns
the
adja
cen
t ro
ad n
etw
ork
will
nee
d t
ob
e u
pg
rad
ed t
o a
cco
mm
od
ate
add
itio
nal
act
ivit
y.
25
Hig
h pr
iori
ty P
roje
cts
Cont
inue
d
Mai
ntai
ning
Our
Pos
ition
2.A
irp
ort
Co
rrid
ors
(co
nt)
3.A
del
aid
e-M
elb
ou
rne
Rai
l R
ou
te (
Cap
acit
y E
xpan
sio
n)
Th
e 20
10 A
del
aid
e R
ail
Frei
gh
tM
ove
men
ts S
tud
y p
red
icte
d a
thre
efo
ld i
ncr
ease
in
th
e ra
ilfr
eig
ht
task
bet
wee
n n
ow
an
d20
39,
and
hig
hlig
hte
d t
hat
cap
acit
y o
n t
his
ele
men
t o
f th
en
atio
nal
rai
l n
etw
ork
will
be
afa
cto
r in
th
e p
erio
d 2
025-
2030
AR
TC
, C
om
mo
nwea
lth
&S
tate
Go
vern
men
ts.
$70
0 m
illio
n t
o u
pg
rad
e ex
isti
ng
ro
ute
.
$2.4
– 3
.2 b
illio
n f
or
Ad
elai
de
byp
ass
op
tio
ns.
Pass
eng
er a
nd
fre
igh
t ve
hic
le v
olu
mes
on
th
e ro
adn
etw
ork
su
rro
un
din
g t
he
airp
ort
- S
ir D
on
ald
Bra
dm
an D
rive
, Tap
leys
Hill
Rd
, M
ario
n R
d a
nd
So
uth
Rd
in
par
ticu
lar
- w
ill g
row
rap
idly
as
the
airp
ort
co
nti
nu
es t
o e
xpan
d,
and
as
new
co
mp
limen
tary
faci
litie
s (s
uch
as
the
Bo
art
Lon
gye
ar f
acili
ties
se
rvic
ing
th
e ex
pan
din
g m
inin
g s
ecto
r fr
om
Bu
rbri
dg
e B
usi
nes
s Pa
rk)
con
tin
ue
to d
evel
op
.
Ro
ad c
apac
ity
will
nee
d t
o b
e ex
pan
ded
, sl
ip l
anes
will
nee
d t
o b
e in
stal
led
to
fac
ilita
te a
cces
s to
d
evel
op
men
t zo
nes
an
d k
ey f
acili
ties
, an
d k
ey
inte
rsec
tio
ns
(su
ch a
s S
ir D
on
ald
Bra
dm
an D
rive
inte
rsec
tin
g w
ith
Tap
leys
Hill
Rd
, M
ario
n R
d a
nd
So
uth
Rd
) w
ill n
eed
to
be
gra
de
sep
arat
ed t
o e
nsu
reth
e fr
ee f
low
ing
mo
vem
ent
of
traf
fic.
Th
e E
ast-
Wes
t R
ail
Co
rrid
or
run
nin
g f
rom
Mel
bo
urn
eto
Per
th (
incl
ud
ing
th
e A
del
aid
e to
Mel
bo
urn
e se
ctio
no
f tr
ack)
cap
ture
s th
e h
igh
est
per
cen
tag
e o
f to
tal
frei
gh
t o
f an
y o
f th
e in
ters
tate
rai
l co
rrid
ors
– o
ver
80%
.
Ho
wev
er,
the
Ad
elai
de-
Mel
bo
urn
e se
ctio
n o
f tr
ack
cap
ture
s ju
st 2
5% o
f th
e av
aila
ble
fre
igh
t tr
affi
c at
mo
st.
Th
e In
ters
tate
Mai
n L
ine
to M
elb
ou
rne
is c
urr
entl
ycl
ose
to
cap
acit
y, a
nd
co
nst
rain
ed b
y b
rid
ges
, p
assi
ng
lo
op
s an
d s
teep
gra
die
nts
, w
hic
h m
ean
th
atco
nta
iner
s ca
n o
nly
be
sin
gle
-sta
cked
, an
d t
rain
s ca
nn
ot
reac
h t
he
full
nat
ion
al m
axim
um
leg
al l
imit
of
1,80
0 m
etre
s in
len
gth
.
Wh
ilst
ther
e ar
e so
me
sig
nif
ican
t p
roje
cts
un
der
way
wh
ich
will
fac
ilita
te 1
800m
tra
ins
on
th
e n
etw
ork
such
as
exte
nd
ed a
nd
new
cro
ssin
g l
oo
ps,
an
d t
he
Torr
ens
and
Go
od
wo
od
Ju
nct
ion
s Pr
oje
ct w
hic
h i
sex
pec
ted
to
del
iver
an
im
med
iate
20%
cap
acit
yin
crea
se,
ther
e is
as
yet
no
pla
n t
o e
xpan
d c
apac
ity
thro
ug
h d
ou
ble
sta
ckin
g o
f co
nta
iner
s.
Sel
ect
pre
ferr
ed B
ypas
s O
pti
on
no
w s
o a
s co
rrid
ors
can
be
rese
rved
an
d p
lan
nin
g c
anco
mm
ence
.
En
ter
con
stru
ctio
n p
has
e fo
rp
refe
rred
so
luti
on
wh
en
log
isti
cs i
mp
licat
ion
s h
ave
bee
n f
ully
inv
esti
gate
d a
nd
frei
gh
t vo
lum
es w
arra
nt
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
26
Mai
ntai
ning
Our
Pos
ition
con
tinue
d
3.A
del
aid
e-M
elb
ou
rne
Rai
l R
ou
te (
Cap
acit
y E
xpan
sio
n)
con
tin
ued
4.S
tate
wid
e H
igh
way
Pa
ssin
g L
anes
an
d
Sh
ou
lder
Imp
rove
men
ts
Pro
gra
m
En
gin
eeri
ng
im
pro
vem
ents
,in
clu
din
g p
assi
ng
lan
es a
nd
sho
uld
er s
ealin
g,
on
hig
hw
ays
can
red
uce
th
e n
um
ber
of
fata
lan
d s
erio
us
inju
ry c
rash
es b
y30
%
– re
pre
sen
tin
g a
su
bst
anti
alsa
fety
an
d f
inan
cial
sav
ing
.
5.S
turt
Hig
hw
ay U
pg
rad
es
Th
e S
turt
Hig
hw
ay i
s S
ou
thA
ust
ralia
’s p
rim
ary
link
to t
he
Bar
oss
a Va
lley,
Riv
erla
nd
,S
un
rays
ia a
nd
NS
W (
incl
ud
ing
the
Syd
ney
mar
ket
and
in
man
yca
ses
into
Qu
een
slan
d).
Co
mm
onw
ealt
h &
Sta
teG
ove
rnm
ents
$20
mill
ion
per
yea
r fo
r 20
year
s
Co
mm
onw
ealt
h &
Sta
teG
ove
rnm
ents
$1.2
bill
ion
, in
clu
din
g a
n
esti
mat
ed $
300
mill
ion
fo
r b
oth
the
Ren
mar
k B
ypas
s an
dPa
rin
ga B
rid
ge
rep
lace
men
t.
On
go
ing
2025
Sev
eral
Ad
elai
de
rail
byp
ass
op
tio
ns
(an
d a
n u
pg
rad
eo
f th
e ex
isti
ng
ro
ute
) w
ere
canv
asse
d a
s fu
ture
so
luti
on
s in
th
e A
del
aid
e R
ail
Byp
ass
Stu
dy
bu
t n
on
ew
as s
elec
ted
as
a “p
refe
rred
” o
pti
on
an
d a
ll d
isp
laye
d n
egat
ive
cost
-ben
efit
ass
essm
ents
.H
ow
ever
, vo
lum
es a
re l
ikel
y to
gro
w q
uic
kly
as n
ewm
inin
g v
entu
res
com
e o
n s
trea
m.
Fin
ally
, w
hils
t th
e lo
gis
tics
im
plic
atio
ns
of
any
byp
ass
op
tio
n h
ave
no
t ye
t b
een
fu
lly c
on
sid
ered
, a
futu
reo
pti
on
mu
st b
e se
lect
ed n
ow
an
d t
he
corr
ido
rs m
ust
be
rese
rved
in
th
e in
teri
m.
Sig
nif
ican
t in
vest
men
t h
as a
lrea
dy
bee
n m
ade
by
bo
th t
he
Sta
te a
nd
Fed
eral
Go
vern
men
ts i
n p
assi
ng
lan
es a
nd
sh
ou
lder
im
pro
vem
ents
on
key
in
ters
tate
corr
ido
rs i
ncl
ud
ing
th
e D
uke
s H
wy,
Stu
rt H
wy
and
Hig
hw
ay 1
bet
wee
n P
ort
Wak
efie
ld a
nd
Po
rt A
ug
ust
a,an
d i
nd
ust
ry a
pp
lau
ds
this
inv
estm
ent
in s
afet
y an
def
fici
ency
.
Ho
wev
er c
on
tin
uin
g w
ork
on
wid
er r
oad
sh
ou
lder
s,p
refe
rab
ly 1
.5 m
etre
s w
ide,
an
d t
he
inst
alla
tio
n o
fm
ore
pas
sin
g l
anes
mu
st r
emai
n a
hig
h p
rio
rity
acro
ss t
he
Sta
te.
Wh
ile t
her
e is
sig
nif
ican
t o
ng
oin
g i
nves
tmen
t in
sa
fety
up
gra
des
on
th
e S
turt
Hig
hw
ay,
pri
nci
pal
lyth
rou
gh
th
e re
cen
t d
up
licat
ion
of
the
Gaw
ler
toN
uri
oo
tpa
sect
ion
(G
reen
ock
to
Nu
rio
otp
a R
oad
Jun
ctio
n)
and
in
stal
lati
on
of
a se
ries
of
pas
sin
gla
nes
, m
ore
act
ion
is
req
uir
ed.
An
up
gra
de
to a
cco
mm
od
ate
PB
S 3
veh
icle
s (D
ou
ble
Ro
ad T
rain
s an
d B
-Tri
ple
s) w
ill d
eliv
er a
sig
nif
ican
tp
rod
uct
ivit
y ga
in t
o t
he
gra
in,
win
e an
d c
itru
s in
du
stri
es i
n p
arti
cula
r b
ut
also
mo
vers
of
all
kin
ds
of
frei
gh
t in
gen
eral
. Acc
om
mo
dat
ing
lar
ger
veh
icle
sfr
om
th
e R
ose
wo
rthy
an
d B
aro
ssa
Valle
y ar
eas
wo
uld
be
a u
sefu
l fi
rst
star
t to
th
e p
roce
ss.
Hig
h pr
iori
ty P
roje
cts
Cont
inue
d
27
5.S
turt
Hig
hw
ay U
pg
rad
es(c
on
t)
As
such
, it
act
s as
th
e ke
y co
rrid
or
for
the
mo
vem
ent
of
gra
pes
an
d w
ine,
cit
rus
and
fru
its
fro
m t
he
Riv
erla
nd
fo
od
bo
wl,
and
clo
ser
to A
del
aid
e,g
rain
fro
m a
reas
su
ch a
sR
ose
wo
rthy
. S
ign
ific
ant
nu
mb
ers
of
tou
rist
s al
so u
seth
is c
orr
ido
r.
Th
e S
turt
Hig
hw
ay h
as t
he
wo
rst
safe
ty r
epu
tati
on
of
any
hig
hw
ay i
n S
ou
th A
ust
ralia
.
6.C
og
hla
n R
oad
U
pg
rad
e,
Ou
ter
Har
bo
r
Co
gh
lan
Ro
ad p
rovi
des
th
eo
nly
acc
ess
to t
he
Ou
ter
Har
bo
rC
on
tain
er T
erm
inal
op
erat
ed b
yFl
ind
ers
Ad
elai
de
Co
nta
iner
Term
inal
(as
wel
l as
th
e n
earb
yw
ine
war
eho
use
fac
iliti
es)
and
is t
her
efo
re s
ign
ific
ant
to t
he
wh
ole
Sta
te,
esp
ecia
llyim
po
rter
s an
d e
xpo
rter
s.
Sta
te G
ove
rnm
ent
Fun
din
g r
equ
irem
ents
nee
d t
ob
e d
eter
min
ed f
ollo
win
g m
ore
inte
nsi
ve s
tud
ies
Su
bje
ct t
o t
raff
ic v
olu
mes
ju
stif
yin
g t
he
cost
of
du
plic
atio
nth
e p
roje
ct n
eed
s to
ext
end
eas
twar
ds
tow
ard
s th
eV
icto
rian
bo
rder
, ta
kin
g i
n t
he
Riv
erla
nd
/Su
nra
ysia
reg
ion
and
are
as i
n-b
etw
een
.
Ren
mar
k is
th
e p
rim
ary
tow
nsh
ip o
f th
e R
iver
lan
d D
istr
ict
and
a f
oca
l p
oin
t fo
r ac
tivi
ty i
n t
he
reg
ion
– a
s w
ith
oth
erm
ajo
r re
gio
nal
cen
tres
in
SA
, tr
affi
c vo
lum
es w
hic
h e
xcee
d8,
00
0 ve
hic
les
per
day
on
so
me
sect
ion
s n
ow
ju
stif
yb
ypas
sin
g t
he
tow
n c
entr
e.
Th
e Pa
rin
ga B
rid
ge
in t
he
Riv
erla
nd
(R
enm
ark
to M
ildu
ra)
isve
ry n
arro
w a
nd
red
uce
s sp
eed
on
a N
atio
nal
Hig
hw
ay t
o30
km p
er h
ou
r. T
his
is
an i
mp
edim
ent
to b
oth
in
ters
tate
and
in
terr
egio
nal
tra
de,
an
d a
s su
ch t
he
bri
dg
e n
eed
s to
be
rep
lace
d s
o t
hat
tra
ffic
can
co
nti
nu
e al
on
g t
he
hig
hw
ayu
nim
ped
ed a
t 10
0km
per
ho
ur.
A n
ew c
ross
ing
of
the
Riv
ersh
ou
ld f
orm
par
t o
f th
e R
enm
ark
Byp
ass
pro
po
sal.
Th
e O
ute
r H
arb
or
Co
nta
iner
Ter
min
al i
s th
e S
tate
’s k
eyac
cess
po
int
for
inte
rnat
ion
al e
xpo
rts
and
im
po
rts
to t
he
Sta
te. A
pp
roxi
mat
ely
300,
00
0 20
-fo
ot
equ
ival
ent
un
its
(TE
Us)
are
han
dle
d b
y th
e fa
cilit
y ea
ch y
ear
and
vo
lum
esar
e g
row
ing
rap
idly
.
Sh
ipp
ing
cap
acit
y h
as i
ncr
ease
d a
s th
e ec
on
om
y h
asg
row
n a
nd
th
e d
eep
enin
g o
f th
e ch
ann
el h
as a
dd
ed t
o t
he
gro
wth
res
ult
ing
in
Co
gh
lan
Ro
ad b
eco
min
g i
ncr
easi
ng
lyco
ng
este
d.
Th
e in
tro
du
ctio
n o
f th
e Ve
hic
le B
oo
kin
g S
yste
m (
VB
S)
and
RFI
D t
ag s
yste
m a
t th
e te
rmin
al h
as r
edu
ced
wai
tin
g t
imes
for
hea
vy v
ehic
les
bu
t w
hen
th
ey a
re r
equ
ired
to
wai
t fo
rac
cess
to
th
e te
rmin
al t
ruck
s q
ueu
e al
on
g C
og
hla
n R
oad
.
Tru
cks
acce
ssin
g w
ine
war
eho
use
fac
iliti
es a
t th
e O
ute
rH
arb
or
also
use
Co
gh
lan
Ro
ad.
Tru
ck d
rive
rs c
aug
ht
in q
ueu
es a
lso
req
uir
e sh
ort
res
t st
op
area
s w
her
e th
ey a
re a
ble
to
ref
resh
an
d c
om
ply
wit
hC
hai
n o
f R
esp
on
sib
ility
fat
igu
e la
ws.
2017
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
Hig
h pr
iori
ty P
roje
cts
Cont
inue
d
Mai
ntai
ning
Our
Pos
ition
28
Med
ium
pri
ority
Pro
ject
s
Mov
ing
forw
ard
and
grow
ing
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
1.D
uke
s H
igh
way
Up
gra
de,
Taile
m B
end
to
th
e V
icto
rian
bo
rder
Th
e D
uke
s H
igh
way
car
ries
hig
h v
olu
mes
of
frei
gh
t m
ovi
ng
to a
nd
fro
m V
icto
ria
(in
clu
din
gex
po
rts
and
im
po
rts)
, an
d k
eyre
gio
nal
pro
du
ce i
s fu
nn
eled
on
to/o
ff o
f th
is r
ou
te a
t p
oin
tssu
ch a
s K
eith
(S
ou
th E
ast
Frei
gh
t) a
nd
Tai
lem
Ben
d(C
oo
ron
g t
raff
ic a
s w
ell
asM
urr
ayla
nd
s in
clu
din
g P
inar
oo
and
Lam
ero
o a
rea)
. It
is
ther
efo
re s
ign
ific
ant
fro
m a
nec
on
om
ic p
ersp
ecti
ve f
or
the
wh
ole
Sta
te. A
s th
e m
inin
gin
du
stry
exp
and
s in
SA
th
isco
rrid
or
will
bec
om
e in
crea
sin
gly
im
po
rtan
t.
2.P
rin
ces
Hig
hw
ay
Up
gra
de,
Po
rt W
akef
ield
(t
hro
ug
h a
byp
ass)
to
Po
rt A
ug
ust
a
Th
e Pr
ince
s H
igh
way
is
the
key
corr
ido
r lin
kin
g t
he
York
e an
dE
yre
Pen
insu
las,
as
wel
l as
th
eFa
r W
est,
Far
No
rth
an
d M
id-
No
rth
of
the
Sta
te t
o A
del
aid
ean
d b
eyo
nd
.
It i
s p
arti
cula
rly
sig
nif
ican
t fo
rth
e ag
ricu
ltu
ral
sect
or
(esp
ecia
lly g
rain
) an
d t
he
exp
and
ing
min
ing
in
du
stry
.
Co
mm
onw
ealt
h &
Sta
teG
ove
rnm
ent
$1+
bill
ion
Co
mm
onw
ealt
h &
Sta
teG
ove
rnm
ent
$1.2
bill
ion
fo
r d
up
licat
ion
$30
0 m
illio
n f
or
byp
ass
of
Wal
laro
o
2025
2025
Traf
fic
volu
mes
, p
arti
cula
rly
bet
wee
n T
aile
m B
end
an
d K
eith
,m
ay e
ven
tual
ly w
arra
nt
the
du
plic
atio
n o
f th
is N
atio
nal
Hig
hw
ay.
Any
eff
icie
ncy
im
pro
vem
ents
ari
sin
g f
rom
im
pro
ved
acc
ess
will
red
uce
pro
du
ctio
n c
ost
s, a
nd
sig
nif
ican
t sa
fety
ben
efit
s w
illac
cru
e fr
om
ro
ute
du
plic
atio
n.
To d
ate,
sig
nif
ican
t ex
pen
dit
ure
is b
ein
g m
ade
to e
xpan
d c
apac
ity
on
th
e V
icto
rian
sid
e o
f th
e b
ord
er (
the
Wes
tern
Hig
hw
ay w
hic
his
bei
ng
pro
gre
ssiv
ely
up
gra
ded
as
a fo
ur-
lan
e d
ivid
ed h
igh
way
bet
wee
n B
alla
rat
and
Sta
wel
l),
yet
on
ly l
imit
ed C
om
mo
nwea
lth
fun
ds
hav
e b
een
allo
cate
d t
o t
he
So
uth
Au
stra
lian
sid
e o
f th
eb
ord
er (
$10
0 m
illio
n p
roje
ct u
nd
erw
ay)
for
mu
ch n
eed
ed s
afet
yan
d e
ffic
ien
cy i
mp
rove
men
ts.
Th
e si
ng
le-l
ane
Sw
anp
ort
Bri
dg
e n
ear
Mu
rray
Bri
dg
e is
als
o a
no
bvi
ou
s co
nst
rain
t o
n t
he
corr
ido
r, w
hic
h h
amp
ers
the
free
-fl
ow
ing
mo
vem
ent
of
frei
gh
t an
d o
ther
ro
ad u
sers
. R
oad
s o
nei
ther
sid
e o
f th
e b
rid
ge
are
du
al l
ane.
Su
bje
ct t
o f
utu
re g
row
th i
n t
raff
ic v
olu
mes
, th
ere
may
be
a n
eed
to d
up
licat
e se
ctio
ns
of
the
road
, an
d t
he
Sw
anp
ort
bri
dg
e.
Th
is H
igh
way
is
alre
ady
du
plic
ated
fro
m G
epp
s C
ross
to
ju
stb
efo
re P
ort
Wak
efie
ld,
and
wh
ilst
man
y p
assi
ng
lan
es h
ave
bee
nin
stal
led
in
rec
ent
year
s, s
afet
y re
mai
ns
a m
ajo
r co
nce
rn.
Th
e ju
nct
ion
wit
h t
he
Co
pp
er C
oas
t H
igh
way
is
a n
oto
rio
usl
yd
ang
ero
us
spo
t, p
arti
cula
rly
du
rin
g p
eak
ho
liday
per
iod
s w
hen
tou
rist
s fl
ock
to
th
e Yo
rke
Pen
insu
la.
Su
bje
ct t
o f
utu
re g
row
th i
n t
raff
ic v
olu
mes
as
a re
sult
of
the
exp
and
ing
min
ing
sec
tor,
an
d a
lso
to
ser
vice
exi
stin
g a
gri
cult
ura
lb
ased
in
du
stri
es,
con
tin
uin
g d
up
licat
ion
aro
un
d P
ort
Wak
efie
ld(t
hro
ug
h a
Po
rt W
akef
ield
Byp
ass)
to
Po
rt A
ug
ust
a w
ill b
e w
arra
nte
d.
29
Med
ium
pri
ority
Pro
ject
s Co
ntin
ued
Mai
ntai
ning
Our
Pos
ition
3.O
ute
r R
ing
Ro
ute
C
om
ple
tio
n/
Gra
de
sep
arat
ion
at
Gep
ps
Cro
ss In
ters
ecti
on
Th
e O
ute
r R
ing
Ro
ute
cir
cles
the
city
cen
tre
and
in
corp
ora
tes
Port
rush
Rd
, Asc
ot
Ave
,H
amp
stea
d R
d,
Gra
nd
Ju
nct
ion
Rd
, S
ou
th R
d a
nd
Cro
ss R
d(b
ack
to P
ort
rush
Rd
). I
t th
ereb
yac
ts a
s a
key
corr
ido
r w
hic
hav
oid
s th
e ci
ty c
entr
e an
d c
on
-n
ects
key
co
rrid
ors
lea
din
gin
ters
tate
(S
E F
reew
ay t
oM
elb
ou
rne,
Mai
n N
ort
h R
d t
oth
e R
iver
lan
d a
nd
Syd
ney
via
the
Stu
rt H
wy,
an
d P
ort
Wak
efie
ld R
d t
o t
he
no
rth
ern
area
s o
f th
e S
tate
, th
e N
T, a
nd
WA
).
Co
mm
onw
ealt
h &
Sta
teG
ove
rnm
ent
Ad
dit
ion
of
Cro
ss R
d t
o t
he
nat
ion
al n
etw
ork
sh
ou
ld
pro
ceed
wh
en a
fre
e-fl
ow
ing
No
rth
-So
uth
Fre
eway
is
inp
lace
$100
+ m
illio
n (
gra
de
sep
arat
ion
of
Gep
ps
Cro
ss i
nte
rsec
tio
n)
Th
ere
are
two
pri
mar
y co
nce
rns
abo
ut
the
curr
ent
Ou
ter
Rin
gR
ou
te:
–th
e p
ort
ion
th
at t
rave
ls a
lon
g S
ou
th R
oad
(co
sts
incl
ud
ed
un
der
No
rth
-So
uth
Co
rrid
or
pro
ject
); a
nd
–th
e fi
ve-d
irec
tio
n G
epp
s C
ross
in
ters
ecti
on
.
Th
e G
epp
s C
ross
inte
rsec
tio
n is
diff
icu
lt t
o n
avig
ate,
an
d c
reat
esa
maj
or
bo
ttle
nec
k fo
r ve
hic
les
ente
rin
g a
nd
exi
tin
g t
he
inn
erci
ty a
rea
to/f
rom
th
e n
ort
h.
So
me
turn
ing
co
mb
inat
ion
s ar
e n
ot
allo
wed
/po
ssib
le d
uri
ng
pea
k ti
mes
, fo
rcin
g v
ehic
les
to u
seal
tern
ativ
e, l
ess
dir
ect
rou
tes.
Co
mp
leti
on
of
this
ro
ute
will
in
crea
se t
he
effi
cien
cy o
f tr
affi
cfl
ow
aro
un
d t
he
city
fri
ng
e an
d t
o/f
rom
th
e p
ort
, ai
rpo
rt,
rail
term
inal
s an
d k
ey f
acili
ties
. It
will
im
pro
ve s
afet
y fo
r al
l ro
adu
sers
, in
clu
din
g t
he
frei
gh
t in
du
stry
, an
d c
reat
e m
ore
ple
asan
tst
reet
scap
es f
or
resi
den
ts a
nd
ro
ad u
sers
.
Alt
ho
ug
h t
her
e h
as b
een
so
me
red
uct
ion
in
tra
ffic
vo
lum
es
follo
win
g t
he
com
ple
tio
n o
f th
e N
ort
her
n E
xpre
ssw
ay p
roje
ct,
traf
fic
will
co
nti
nu
e to
co
nver
ge
on
th
e in
ters
ecti
on
fro
m t
he
east
, so
uth
an
d w
est
(as
wel
l as
fro
m t
he
no
rth
).
Th
e ad
dit
ion
of
Cro
ss R
d t
o t
he
nat
ion
al n
etw
ork
, fu
nn
ellin
gtr
affi
c o
nto
a y
et t
o b
e b
uilt
fre
e-fl
ow
ing
No
rth
-So
uth
co
rrid
or,
traf
fic
that
wo
uld
no
rmal
ly u
se P
ort
rush
Rd
an
d o
ther
ele
men
tso
f th
e O
ute
r R
ing
Ro
ute
, m
ay d
iver
t ar
ou
nd
Gep
ps
Cro
ss
alle
viat
ing
co
ng
esti
on
, an
d t
his
op
tio
n s
ho
uld
be
pro
gre
ssed
as
a p
rio
rity
.
2022
2030
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
30
4.R
ail I
nte
rmo
dal
Ter
min
al
Dev
elo
pm
ent
Th
e es
tab
lish
men
t o
f co
mm
erci
ally
via
ble
rai
l te
rmin
als
will
fac
ilita
te t
he
ach
ieve
men
t o
f g
over
nm
ent
and
co
mm
un
ity
go
als
rela
tin
g
to m
od
al s
hift
fo
r fr
eig
ht.
A c
om
pet
itiv
e ra
il o
pti
on
may
also
hav
e a
po
siti
ve e
ffec
t o
nfr
eig
ht
rate
s in
gen
eral
as
the
cho
ices
ava
ilab
le t
o i
nd
ust
ryex
pan
d.
Priv
ate
sect
or
$1 m
illio
n -
$20
mill
ion
eac
h,
dep
end
ing
up
on
the
dev
elo
pm
ent
pro
po
sed
As
com
mer
cial
dem
and
dic
tate
sIn
du
stry
an
d t
he
com
mu
nit
y, r
igh
tly
or
wro
ng
ly,
reg
ula
rly
call
for
a sh
ift
of
frei
gh
t fr
om
ro
ad t
o r
ail.
To a
chie
ve t
his
ob
ject
ive
inte
rmo
dal
ter
min
als
will
nee
d t
o b
e in
pla
ce,
and
wh
erev
erp
oss
ible
, ro
ad a
cces
s to
th
ese
term
inal
s sh
ou
ld a
cco
mm
od
ate
Hig
h P
rod
uct
ivit
y Fr
eig
ht V
ehic
les.
Pro
po
sed
ter
min
al l
oca
tio
ns
hav
e in
clu
ded
:
•M
t G
amb
ier/
Bo
rder
tow
n (
So
uth
Eas
t in
gen
eral
).•
Loxt
on
•M
t B
arke
r, M
on
arto
or T
aile
m B
end
•U
pp
er S
pen
cer
Gu
lf a
rea
(eg
: Po
rt A
ug
ust
a W
est,
Why
alla
, W
ino
no
wie
etc
.)•
Pim
ba
and
Oly
mp
ic D
am
No
t al
l o
f th
ese
pro
po
sed
lo
cati
on
s ar
e vi
able
to
day
, an
d s
om
em
ay n
ever
pro
ve t
o b
e vi
able
sit
es f
or
the
exch
ang
e o
f fr
eig
ht
bet
wee
n r
oad
an
d r
ail.
SA
FC t
akes
th
is o
pp
ort
un
ity
to u
rge
cau
tio
n w
hen
co
nsi
der
ing
inte
rmo
dal
ter
min
al e
stab
lish
men
t, a
s o
nly
th
e g
ener
atio
n o
f a
sig
nif
ican
t vo
lum
e o
f fr
eig
ht
will
det
erm
ine
viab
ility
, an
d p
rud
ent
loca
tio
ns
for
faci
litie
s.
No
net
hel
ess,
so
me
term
inal
s w
ill b
e es
tab
lish
ed i
n a
pp
rop
riat
elo
cati
on
s as
th
e S
tate
’s e
con
om
y co
nti
nu
es t
o d
evel
op
.
Med
ium
pri
ority
Pro
ject
s Co
ntin
ued
Pro
ject
nam
e W
hy?
Fun
din
g/c
ost
Tim
efra
me
31
Looking Ahead: How Can We Afford This?
Australia has gone through a sustained transport infrastructure build in recent years.Over the six years to 2013–14, the Australian Government committed over $36 billion toAustralia's transport infrastructure and State Governments committed more.
However, according to the Infrastructure Finance Working Group established by theCommonwealth Government statutory body Infrastructure Australia to identify currentbarriers to attracting infrastructure finance and to develop options to encourage greaterprivate sector contribution ‘…Australia’s infrastructure is not keeping pace with either current or projected demand. Without resolution, these capacity constraints will continueto impose negative outcomes on national productivity27.
“Ultimately, infrastructure investment will be funded either through taxation and publicsector borrowings, or through direct user charges28”.
What is also clear is that with the effects of the enduring Global Financial Crisis,Governments at all levels are experiencing increasing difficulty funding new and existinginfrastructure projects and projects already announced are being curtailed and in somecases cancelled altogether. There is little room for governments to fund transport infrastructure projects in a world of declining revenue, expanding costs, and competingdemands.
New funding mechanisms need to be put in place that will lead to increases in an alreadygrowing level of private sector investment in infrastructure. With the trend towards thesale of public assets quickening, and a shift towards user-pays principles the private sector is increasingly being called upon to play a role in providing strategic transportinfrastructure. This will be especially true when accommodating the needs of the State’sexpanding minerals industry.
One way to respond is for higher taxes to be applied so as we can fund a higher spend bygovernments. But the community is already paying significant transport related taxes.According to BITRE29:• Of the $15.6 billion collected nationally in 2008–09 from selected motor vehicle taxes
and charges, $8.7 billion was petroleum products excise collected by the Commonwealth.
• State and territory governments raised $3.4 billion from vehicle registration and licence fees.
• Stamp duty collected by the States on vehicle registration fees raised $2.0 billion. • Fringe Benefit Tax (FBT) paid on motor vehicles to the Commonwealth added an extra
$1.7 billion.
2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08 2008-09
27 Infrastructure Finance Working Group,Infrastructure Finance and FundingReform Report, April 2012. p. i.http://www.infrastructure.gov.au/infrastructure/iff/files/IFWG_Report.pdf28 Ibid, page 429 Australian Government, Department ofInfrastructure and Transport, Bureau ofInfrastructure and Regional Economics,Public road-related expenditure and revenue in Australia, Information Sheet40, Table 6. http://www.bitre.gov.au/publications/2011/files/is_040.pdfAccessed 16 June, 2012.
32
In addition, information on the amount of GST (on motor vehicles purchase, maintenanceand use including fuel consumption) is not yet available but was $4.0 billion in 2004–05and significantly higher now. FBT and GST are not included in the total because data isnot available for most years and GST collections are returned to the States.
Despite the recent increases in the infrastructure spend by governments at all levels, revenue collected over this period far exceeds the return to the sector and these taxes arenot “hypothecated” to where they are required in terms of transport needs. There is also adisparity between State and Territory revenues and expenditure. In 2008-09 theCommonwealth Government collected $10.4 billion in revenue and spent $4.9 billion,whilst State Governments collected $5.4 billion and spent $6.6 billion. Local Governmentspent almost $3.4 billion with little to no direct revenue (although they receive direct revenue from the Commonwealth, for a variety of purposes.
With the clear disparities in the collection and allocation of transport revenues and expenditure, the transport sector will not be able to withstand the burden of fundingsocial infrastructure (schools, hospitals, etc.) while its own community resources (roads,railways, etc.) are underfunded and rapidly deteriorating.
While the freight transport industry acknowledges that taxes must be generated and thatthe transport sector remains an attractive source of revenue for governments, SAFC contends that the sector is carrying a grossly unfair burden in this regard and a greaterreturn of taxes paid by the sector is necessary.
Superannuation funds are well-resourced and potentially larger investors in transportinfrastructure; however access is needed to quality strategic transport infrastructures thathave risk-reward balances consistent with fund contributors’ interests. State Governmentscan debt fund infrastructure (as is the case with recent project announcements), and infrastructure bonds, which were recently reintroduced in NSW, may also appeal to conservative market investors30.
Economic infrastructure public-private partnerships (PPP’s) are welcomed to a lesserextent in SA than social infrastructure PPPs (eg. The New Royal Adelaide Hospital project,new schools, and regional police stations and courts31), however there are present opportunities for the funding of transport infrastructure projects – including several ofthose listed in this document. The Port Bonython development, for example, is likely to befunded by the Spencer Gulf PortLink Consortium (Sea Port), ARTC (Rail) and Governments(Road).
There is private sector interest in PPP project investment however there are barriersincluding access to ready to proceed projects, and long and costly bidding processes thatmust be addressed32.
Infrastructure Australia’s listing of PPP Projects, and Potential Projects in the Market, as atJanuary 2012, details projects for most mainland states, except for South Australia33.
While there have been efforts in the past34, the South Australian Government must visiblychampion PPPs throughout the state, and nationally, to ensure there is not a shortage ofinterest, and capital, in South Australian economic infrastructure projects.
Road user charges are not new in Australia, particularly in Sydney, Melbourne andBrisbane where road tolls are already applied, and toll roads is one option to quicken thepace of infrastructure delivery which should be investigated as a priority – not ruled outbefore meaningful debate has been had.
The South Australian Road Transport Association has recently indicated that their members will be willing to pay tolls in exchange for an improved infrastructure networkand economic efficiency. Tolls are accepted interstate and should undergo further seriousexamination for South Australia.
30 The Government of New South Wales, Waratah Bond Programme. http://www.waratahbonds.com.au/html/31 Infrastructure Australia, PPP Projects Contracted, Accessed 4 May, 2012http://www.infrastructureaustralia.gov.au/public_private/32 Story, M. ‘Money’s there, public-private projects aren’t,’ The Australian, http://www.theaustralian.com.au/business/wealth/moneys-there-public-private-projects-aren’t/ Accessed 17 April, 2012.33 Infrastructure Australia, PPP Projects in the Market as at January 2012, Accessed 4 May, 2012http://www.infrastructureaustralia.gov.au/public_private/market.aspx andhttp://www.infrastructureaustralia.gov.au/public_private/potential.aspx34 Conlon, P. Development of Public Infrastructure in South Australia, Public Infrastructure Bulletin, Vol. 1, Issue5. 5, January, 2005. pp.4 – 6.
Looking Ahead: How Can We Afford This?Continued
Appendix 1 – Last Mile Issues
33
Improving access for High Productivity Vehicles represents a significant opportunity toimprove productivity in the road freight industry in South Australia and Australia.
A 2011 study by the Bureau of Infrastructure, Transport and Regional Economics (BITRE) found that…’the physical productivity of the Australian road freight vehicle fleet …more than doubled between 1971 and 2007. As a consequence, transport of total road freight in 2007 required less than half as many freight vehicles than the equivalent task would haverequired in 1971.’
Over the same period, ‘…fuel consumed per freight tonne kilometre carried by heavy vehicles more than halved between 1971 and 2007, from around 8.1 litres per 100 tonne kilometres to 3.5 litres per 100 tonne kilometres.
Significantly, the rate of growth in fleet-wide average freight vehicle productivity has been declining over time. Heavy freight vehicle productivity grew twice as fast between 1971 and 1991 than between 1991 and 2007.
…Provision of network access for new heavy vehicle combinations and expansion of network access for existing heavy vehicle combinations appear to have been the most influential factors in increased vehicle productivity.
With the Australian road freight task projected to nearly double between 2010 and 2030, slower future freight productivity growth implies significant increases in the number of heavy vehicles, and drivers, to meet the projected future freight task.’ 35.
One Triple Road Train (access allowed on the Stuart Hwy north of Port Augusta) is the equivalent of two B-Doubles (broad access across the State on designated routes) and threesix-axle articulated trucks (Highway Rig – general access vehicles on most roads throughoutthe country).
Whilst these vehicles (and a variety of other innovative combinations such as B-Triples andDouble Road Trains) have access to various elements of the road network it is often the “FirstMile” or “Last Mile” that inhibits their use and consequently the achievement of further productivity gains.
Local Governments in particular can restrict High Productivity Vehicles seeking access to keyfacilities on the local road network. A load of freight may be travelling 1000kms or morefrom origin to destination, or just 10kms, but if the first or last mile truck access is not available, operators will use smaller combinations, often for the full journey, resulting inmore trucks on the road with consequential negative impacts upon industry productivity(including for the customers of road transport), road safety and the environment.
It should be noted that the length of the first and/or last mile issue can be as little as 200metres or less, or could be tens of kilometres or more.
Regardless, improved First and Last mile access represents a significant opportunity toimprove productivity in the road freight industry in Australia.
35 Australian Government, Department of Infrastructure and Transport, Bureau of Infrastructure, Transport and Regional Economics, Truck productivity: sources, trends and future prospects, Research Report 123.March 2011.
Six-Axle Articulated Truck (PBS1)
B-Double Combination (PBS2)
Triple Road Train (PBS4)
34
Appendix 1 – Last Mile Issues Continued
Some ExamplesFor some time SAFC has been consulting with industry (both the freight industry and theircustomers) regarding First and Last Mile access issues.
SAFC has an extensive list of issues that should be assessed by Governments and whereappropriate access by High Productivity Vehicles should be facilitated.
A First/Last Mile issue can be of any length – it merely highlights instances where road network access is not available to a particular combination vehicle and as a result, smallerand less efficient combinations are utilised, often for the full length of the journey.
Yorke Peninsula:Yorke and Mid-North Regional Development Australia has partnered with industry (includingSAFC) to undertake a Restricted Access Vehicle Route Assessment between Ardrossan andPort Wakefield.
The final report from this investigation, prepared by Tonkin Consulting, found that with rela-tively minor, but as yet un-costed, changes on the corridor from Ardrossan to Port Wakefield,via the Yorke Highway and Wallaroo – Port Wakefield Road to the junction with Highway Oneat Port Wakefield (see Figure 1 below), larger vehicles (PBS Level 3A vehicles - Double RoadTrains and B-Triples) could safely access this corridor, thereby linking the network from PortGiles to Port Adelaide and northwards across a majority of the State. This would provide asignificant productivity boost to all freight users and the community, particularly the grainindustry and emerging mining sector.
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Appendix 1 – Last Mile Issues Continued
In addition, there are some last mile gaps in the 26m B-Double (PBS 2) route network onYorke Peninsula which if rectified would significantly improve access by grain farmers to theArdrossan silo complex (Silo Rd and Maitland Rd connections to Coast Rd – see Figure 2).The alternative involves a significant detour to the approved network or the use of smallervehicles for the full journey.
Roseworthy and the Barossa Valley to Port Adelaide via the Northern ExpresswayThe State and Commonwealth Governments have spent a significant sum ($564m) on theconstruction of the high speed free-flowing Northern Expressway connecting Port WakefieldRd to the Gawler Bypass, as well as duplication of the Sturt Highway to Greenock, yet accessis limited to PBS 2 vehicles (B-Doubles). Access for PBS 3 vehicles (Double Road Trains andB-Triples) would significantly improve productivity for vehicles travelling to and from PortAdelaide, particularly if access was also extended to key facilities in the iconic Barossa Valleywinemaking district and the Roseworthy Grain Silo Complex, thereby connecting key production facilities with the Outer Harbor Deep Water Grain port and container terminal.
Bowmans Intermodal TerminalThe Bowmans Intermodal facility near Balaklava has recently been upgraded (August 2012),effectively doubling capacity by expanding the facility’s hardstand and associated facilities.The Bowmans complex is also a significant grain storage site from where grain is railed toPort Adelaide for export. The facility currently handles lead from Port Pirie and hay and grainfrom around the district. A variety of other products utilise the intermodal facility. Upgradedaccess to facilitate PBS 3 Vehicles (Double Road Trains and B-Triples) will significantlyimprove productivity for vehicles travelling to and from the complex. Expanded access fromPt Wakefield using a corridor incorporating Pt Wakefield – Balaklava Rd and Pt Wakefield toAuburn Rd is required.
Green FieldsIn recent years many trucking companies have established facilities in the suburb of GreenFields, between Port Wakefield Road and the Salisbury Highway. However, access to this areafor Double Road Trains and B-Triple vehicles (PBS 3) is limited, and there is no access fromSalisbury Highway and access from/to Port Wakefield Road is left in, left out only. Internalaccess in the area is also very limited for PBS 3 vehicles.
Other Grain Silo ComplexesThe State Government has been working with Local Government and transport operators formany years to facilitate heavy vehicle access. Most recently (2012) an additional 59 routeshave been added to the gazetted access network.
Nonetheless there are a host of grain silo complexes and facilities across the State whichwould still benefit from improved heavy vehicle access including:
Yorkey’s Crossing Brinkworth Eudunda Town
Eudunda Bunker Hamley Bridge
Last Mile 26m B-Double Access Issues (PBS 2 Vehicles) Areas that cannot be serviced by these vehicles
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Appendix 1 – Last Mile Issues Continued
Kimba Bunker RoseworthyBowmans
Warramboo
Last Mile Road Train Access Issues (PBS 3 Vehicles) Areas that cannot be serviced by these vehicles
Eudunda Bunkers Brinkworth Hamley Bridge Kimba Bunkers
Warramboo
Minnipa Port PirieYeelannaWirrullaPoocheraPoochera BunkerMurdinga
TintinaraWunkarMelroseYongalaBalaklavaParillaSnowtown BunkerSnowtown
Balaklava AndrewsOrrorooSnowtownSnowtown Bunker
YanineeCungana
Farrell FlatAndrewsOrrorooParilla
BrinkworthBooleroo Centre
KapinnieUngarra
Booleroo Centre Monarto SouthPeebingaOwenFrances
TintinaraHamley BridgeWirrabara
Wudinna Bunkers
MillicentLong PlainsWirrabara
WunkarMelroseYongalaOwen
Access for HML Road Trains
Access for HML Singles (6-Axle Articulated Trucks)
Access for HML B-Doubles
Expanded Access To Commodity Routes (the State’s Heavy Vehicle Access Framework facilitates access for High Productivity Vehicles to interim storage locations for a limited period of time – generally when activity is high). This limited definition restricts access to commodity routes for delivery of products from the interim storage location to that actual place of processing, being the export terminal. This results in a less efficient movement with a greater number of smaller vehicles.
Higher Mass Limit Issues (areas where improved access by Higher Mass Limit (HML) Vehicles would boost productivity)