Inland Rail
Inland Rail is a railway line under construction in Australia, and currently Australia's largest infrastructure project. Once complete, it will connect Melbourne and Brisbane along a new route inland through Victoria, New South Wales and Queensland that allows for the use of double-stacked freight trains. The line is designed for freight, although passenger services could apply for the right to use it as well.
Construction of the line is divided into 12 sections, with of new track to be built and of existing track to be upgraded or modified. Inland Rail Pty Ltd, a subsidiary of Australian Rail Track Corporation, is constructing the rail line on behalf of the Australian Government.
History
Early proposals
In 1889, a proposed standard gauge and partly mixed gauge line from Brisbane via Rosewood, Warwick and Wallangarra shortened the distance between Brisbane and Sydney by.In the 20th century, several proposals were made for an inland railway route connecting the east coast of Australia. In 1915, Prime Minister Andrew Fisher proposed a "strategic railway" connecting the South Australian city of Port Augusta to Brisbane, with connections to the New South Wales railway network, at an estimated cost of A£6,500,000. In 1979, TNT founder Ken Thomas proposed a route connecting Brisbane to Melbourne via Wallangarra, Orange and Albury, with possible connections to Adelaide and Perth.
Later proposals
In 1995, Queensland Rail detailed a $1.289 billion proposal for an inland railway corridor connecting Brisbane and Melbourne. New dual gauge track would follow the existing narrow gauge Main Line to, the Western railway line to Wyreema and the Millmerran railway line to its terminus at Millmerran, with new track connecting to the Boggabilla railway line south of the New South Wales–Queensland border.The route would then have continued along the Mungindi railway line until Bellata, with a new line connecting the Coonamble railway line via Wee Waa before once again following existing track: the Main Western railway line to ; the Parkes–Narromine railway line to ; the Stockinbingal–Parkes railway line to ; the Lake Cargelligo railway line to ; the Main Southern railway line to ; and the North East railway line to Melbourne. A maximum line speed of would be in place for the corridor, with an additional $189 million upgrade to existing track allowing for speeds of up to in sections.
In 1996, the Bureau of Transport and Communications Economics released a working paper assessing the proposal. It found a new route would save ten hours journey time on the existing coastal route via Sydney, reducing the operating cost for operators from $23.16/tonne to $17.56/tonne, but would facilitate only a small increase in grain production.
In September 2005, the federal Department of Transport and Regional Services commissioned a feasibility study into a Brisbane–Melbourne railway link, outlining four possible 'sub-corridors' between and Brisbane. In May 2008, the newly elected Rudd government allocated $15 million to the Australian Rail Track Corporation to develop a route alignment following the Far Western sub-corridor as detailed in the 2006 study. The corporation's preliminary analysis was released in May 2009, which showed that the cheapest version of the inland railway would cost $2.8 billion to build and would allow freight to be moved from Melbourne to Brisbane in just over 27 hours. Despite this, the analysis also found that, if operational by 2020, the project's costs would outweigh any economic benefits by up to $1.1 billion.
The ARTC's final report was released in July 2010. The report recommended a route from Junee to Melbourne via following the North East railway line, with the route from to Brisbane to build along a new corridor through the Toowoomba range. The report forecast a delivery cost of $3.688 billion, with track duplication works between Junee and Melbourne and capacity for double-stacked freight trains between Melbourne and Parkes already budgeted by the ARTC.
Approval and funding
The Gillard government announced forward estimates of $300 million in the 2011 federal budget commencing 2014, with the Coalition committing to the funding following the election of the Abbott government in 2013. A further $594 million was allocated to ARTC by the Turnbull government in the 2016 federal budget to purchase land for the project, with an additional $8.4 billion in funding over seven years announced in the subsequent 2017 budget.In the 2020 federal budget, the Morrison government pledged $150 million in funding for additional grade separation works in New South Wales, conditional upon a further $37.5 million commitment from the New South Wales state government.
The proposed route was to connect the rail yard at Tottenham, Victoria with the freight yards at Acacia Ridge and Bromelton in Queensland, using a combination of new and existing standard gauge and dual gauge track. Upgrades to existing track would facilitate the use of double-stacked container trains between the three yards.
Independent Review of Inland Rail
On 7 October 2022, the Australian Government announced an Independent Review of Inland Rail, after reports of a cost blowout to a projected $31b and delay in completion to 2030–31.Undertaken by Kerry Schott AO, , released in April 2023, “confirmed that Inland Rail is an important project to meet Australia’s growing freight task, improve road safety and to help decarbonise our economy”. However, the Review also found “significant deficiencies in the governance and management of Inland Rail”.
The Government agreed to 19 of the Review’s recommendations, including that the route be shortened to extend from Beveridge in Victoria to Ebenezer in Queensland and that existing rail lines be used wherever possible to minimise additional impacts on the environment and communities. New intermodal terminals are also to be developed in Melbourne, at Beveridge and Truganina. A third terminal is proposed for Ebenezer, Queensland. Upgrades to existing track will facilitate the use of double-stacked container trains between the yards. Single-stacked trains will pass through Ebenezer to Kagaru to connect to the existing Sydney to Brisbane Coastal line.
The Review also recommended that Inland Rail be completed in stages, with the Government deciding to “prioritise Beveridge to Parkes ”, by 2027. The project would also be separated from ARTC, and a subsidiary company, Inland Rail Pty Ltd was operational from early 2024 to complete the construction of Inland Rail.
Route
The route alignment extends from Beveridge in Victoria, through New South Wales to Kagaru in Queensland.Victoria
In Victoria, the Inland Rail route will follow the existing North East railway line and Albion–Jacana railway line alignment. Between Beveridge and the line is mostly single track with several crossing loops between and in length. The line north of Seymour is double track, with a connection to the Oaklands railway line at.Initial works on the corridor commenced in May 2020 as part of the $235 million North East Rail Line Upgrade, with John Holland contracted to upgrade the track for line speeds up to.
The work involves replacing or modifying infrastructure at 12 sites between Beveridge and Albury:
- Replacing the Beaconsfield Parade bridge at Glenrowan
- Lowering the tracks under the Murray Valley Highway bridge at Barnawartha North
- Relocating the existing track and platform on the eastern side of the Wangaratta Station to the western side of the station
- Removing the two Wangaratta Station footbridges and replacing them with a single pedestrian underpass
- Lowering the tracks and replacing the Green Street bridge at Wangaratta
- Replacing the Seymour-Avenel Road bridge at Seymour
- Relocating tracks, raising signal gantries and modifying overhead powerlines in numerous areas along the rail line
- Modifying Euroa Station precinct and replacing the Anderson Street bridge with a vehicle underpass
- Relocating tracks at Benalla Station and removing the existing Benalla Station Approach Road overpass
- Replacing multiple road bridges at Wandong and Broadford with higher bridges structures,
New South Wales
The route continues along the line from Stockinbingal to Parkes, with construction works to modify sections of the of track starting in late 2023. A further of track has been upgraded between Parkes and Narromine, in addition to the construction of a new connection with the Broken Hill railway line west of Parkes allowing services to connect to Adelaide and Perth.
An approximately stretch of track between Narromine and Narrabri will be built along a new alignment, and is the longest stage of the project. A further of existing railway between Narrabri and North Star will be upgraded, with a bypass at Camurra to remove a long hairpin.
The route then continues from North Star and the New South Wales / Queensland border with of new track construction and of upgrades to existing track required. This section will complete one of the key missing rail links between New South Wales and Queensland, using the non-operational rail corridor or new track to connect to the operating line running to Yelarbon.
Queensland
Following the Independent Inland Rail Review in April 2023, the Inland Rail service offering for double-stacked trains in Queensland, totalling more than, will run from the New South Wales—Queensland border to a proposed new intermodal terminal at Ebenezer. Single-stacked trains will pass through Ebenezer to Kagaru to connect to the existing Sydney to Brisbane Coastal line.These sections will be built as dual gauge, connecting services on both the interstate standard gauge and Queensland narrow gauge networks.
South-west of Yelarbon, the Inland Rail route joins the alignment of the South Western railway line where it extends to south of Inglewood, with a new alignment connecting the now-closed Millmerran line north-east of Millmerran. New track will be built between Southbrook and Gowrie Junction, with the route bypassing Toowoomba to Helidon on a new line and then along an upgraded Western line as far east as Calvert and new line to Kagaru.