Enhancing Rail Projects within the

NSW Long Term Master Transport Plan

NSW Transport Infrastructure Summit 2013

Simon Ormsby, Executive GM Strategy & Growth

ARTC Background

• ARTC established in 1998 to coordinate the national rail network

• Has progressively expanded its network to include the majority of the interstate

network under long term lease arrangements – this includes the Hunter Valley coal

network.

• Currently operates and manages over 8500km of standard gauge track

• Corporations Law Company with 100% of shares owned by the Australian Government

• Has received equity and grant funding from Government for specified works programs

but does not receive recurrent funding

• Annual revenue approximately $700m of which more than 90% is access revenue

• Regulated by the ACCC through voluntary access undertakings

- Ensures fairness and transparency

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ARTC Network

3 3

2 Strategic Corridors - Hunter Valley & Interstate:

Melbourne

Sydney

Adelaide

Perth

Brisbane

Interstate Network – East West:

Increase rail volume above

economic growth

Interstate Network – North South:

Increase rail volumes through

significant growth in rail’s share of

freight transport market

Hunter Valley:

Increase capacity to meet port

allocations & domestic coal

requirements

Primarily supports

coal transport

Primarily supports

general freight

transport

Key Aspects of the

NSW Long Term Transport Master Plan

Short to Medium Term

• A productive Port Botany

• Develop a metropolitan network of intermodal terminals

• Deliver the Northern Sydney Freight Corridor Program (Stage One)

Medium Term

• Protect strategic rail freight corridors

• Develop rail freight capacity projects (including Port Botany line duplication)

Long Term

• Plan for a Western Sydney Freight Line and Western Sydney Intermodal Terminal

• Continue to work with the Australian Government to develop the inland rail route

Community and Environmental Impacts

Pricing and Revenue Reform

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Sydney Metropolitan Freight Network

Newcastle

Pt Kembla

Macarthur

Lithgow

Sefton

Cooks River

Pt Botany

Sth Sydney – Macarthur to Sefton (ARTC)

MFN - Sefton - Cooks River - Pt Botany (ARTC)

Nth Sydney – Sefton to Newcastle

Sth Coast Sydney - Cooks River to Pt Kembla

West Sydney - Lithgow to Sefton

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• In 2010-11 approximately

2m TEU moved through Port

Botany

• Forecast to grow to more

than 3m TEU by 2020 and

between 5m - 7m by 2030

• Less than 15% is moved on

rail – rail needs to form

part of the solution

Regional Challenge

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Nearly 40% of

export containers

are sourced

outside of Sydney

This is freight

that is suited to a

rail journey

Southern Sydney Freight Line

Improving Access from the South

• Connects ARTC interstate network at Macarthur

to ARTC Metro Freight Network lease at Sefton

Park

• Non-electrified single track with two crossing

loops

• Located in RailCorp corridor but fully grade

separated from existing passenger tracks

• 36km total length – approximately $1billion

• Serves future Moorebank intermodal terminal

• Commencement of operations:

– Sefton Park Jn – Leightonfield June 2012

– Leightonfield – Macarthur January 2013

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Northern Sydney Freight Corridor

Improving Access from the North

• Stage one of the NSFC being advanced by Australian and NSW Government

• Hexham Passing Loop on the ARTC network is completed

• Future developments include;

– North Strathfield underpass

– Epping to Thornleigh third track

– Gosford Passing Loops

• ARTC will have rights in the allocation of capacity that the project delivers for

utilisation by freight traffic

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Port Botany Rail Line Upgrade

• The Port Botany land side infrastructure is critical

• $172m of Nation Building funding has been allocated to ARTC for the Port Botany Rail

Line Upgrade Stage 1 & 2

• Key elements

- Major reconfiguration and signalling of Port Botany Rail Yard, which is the

interface between the rail network and the stevedores, to reduce congestion and

increase capacity.

- Train staging capacity at Enfield to hold and resequence trains away from the

congested Port Botany area.

- Additional signalling to effectively extend duplication from Cooks River to Mascot

- Centralised control from ARTC’s train control facility in Junee

• $100m expenditure to date

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Port Botany Rail Line Upgrade

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Initial network configuration

Below is the configuration of the SSFL & Port Botany Rail Line after completion of the

final stage SSFL and the Port Botany Rail Line Upgrade

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ARTC’s Network - Capacity

The Port Botany Rail Line

Upgrade was specified to

provide capacity comfortably

in excess of 1.2m TEU

• this was based on 3.2MTEU x

40% rail market share, which

were the NSW policy

parameters at the time the

PBRL Upgrade program was

drawn up

• assumes complementary

improvements in operating

practices by train operators to

improve train utilisation

(utilised TEU slots per train)

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Long Term Transport Master Plan

The medium and long term plans are appropriate

• Rail does not serve freight needs to the West of Sydney

• Rail will provide a better solution in conjunction with intermodal terminal solutions

• Future corridor reservation needs to be considered

Rail cannot be the only solution to freight growth and an effective road

network is important

• In noting this funding must be addressed to achieve the right balance

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Metropolitan Challenge

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Rail infrastructure to Sydney

West will be needed for rail

to continue to meet its share

15

Development of intermodal freight precincts and not rail terminals are need to

facilitate the growth on rail

Essential characteristics

• Road and rail connections

• Located in freight generating areas

• Adequate size to enable co-location

• Service domestic and port traffic

• Open access multi-user facilities

Long Term Transport Master Plan

Long Term Transport Master Plan

• Approximately $1.5bn of privately funded investment has or is projected form investment

to support rail movements in Sydney

• Rail infrastructure can be funded partly or solely from private sources as rail charges are

directly aligned to section of network

• Rail may attract grant funding due to its positive externality benefits that cannot be

captured commercially

• The Transport Master Plan recognises the inherent flaws in funding a road network for

freight and proposes

• Implement distance based charging on new or upgraded motorways

• WestConnex will deliver the next phase of distance based tolling in the Sydney motorway

network

• In the medium term, distance charging for all heavy vehicles on all routes

• In the longer term, directly aligning the charge (based on mass, distance or location) applied to

all vehicles with their frequency of use of the road network

• Reform pricing for heavy vehicle road use

• NSW will seek more direct charging of heavy vehicles for the roads that they use, with these

revenues being re-invested in transport

• This would result in NSW receiving heavy vehicle revenues based on heavy vehicle use on the NSW

road network

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Thankyou and Questions

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