Port Rail Shuttle Network - Where are you?
Recently the Australian Government announced the appointment of Dr Kerry Schott AO to lead an independent review into the Inland Rail project.
With my (sometimes) parochial Victorian hat firmly perched upon my greying crown my thoughts turned to the Port Rail Shuttle Network (PRSN).?
Announced in August 2020, The PRSN project will “develop or upgrade rail connections and metropolitan intermodal terminals in key industrial areas in Melbourne. These intermodal terminals include Altona, Dandenong South and Somerton”
Frustrations are growing amongst our diverse membership that so little is known about the PRSN; especially with importers having paid a levy for over 2 years for the construction of the Port Rail Transformation Project (PRTP) at the Port of Melbourne.
The PRTP is scheduled to be completed in mid-2023 and will deliver two new 600m rail sidings at Patrick Terminals and a new road at a cost of $125 million - funded by a levy on all importers. The Rail Levy was first introduced in June 2020 at $9.75 per TEU and has escalated to $10.59 as of July 2022.
Increased rail use for regional cargo is vital but as outlined in the Port of Melbourne 2020 Container Logistics Chain Study, a staggering 94% of the port’s import volume is destined for a metropolitan address. Perhaps shifting the focus towards importers will deliver the most value for Victorians as road transport clearly dominates the delivery of metropolitan import containers.
Fuel costs, road congestion, air quality, driver shortages, environmental, social governance concerns, road fatalities; take your pick, the delivery of a successful PRSN is vital for maintaining the quality-of-life Victorian’s enjoy as our population and economy grows into the future.
“Completed in Mid-2023”? is similar to saying - “tomorrow” when it comes to long lead infrastructure projects.? Yet with this vital addition to Victoria’s transport network due to be completed “tomorrow”, the lack of detail on how the PRSN will operate is probably what is most concerning.?
Some of the many questions that remain unanswered include:
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From where I sit for the PRSN to be successful a train laden containers to be serviced to/from vessels berthed at DP World, Patrick Terminals and Victoria International Container Terminal (VICT), needs to be serviced from a central location / common user facility that has efficient connections to the on-docks stevedores.
Currently no efficient access exists between Patrick and DP World or VICT. To access DP World or VICT from Patrick’s rail terminal requires a truck movement that involves double (or triple) handling and only adds to congestion at the Port. Surely this would see the PRSN project fail????
An added challenge is that unlike DP World, VICT operates from Webb Dock - a 20-minute (by car) drive from the other stevedores. With no rail access to Webb Dock and a substantial expansion of volume forming part of the Port’s long term development strategy, a shuttle solution to/from Webb Dock for PRSN containers is critical and a missing link of the PRSN project.
With $125m to construct PRTP levied against importers and $58m of taxpayer funded money to connect PRSN terminals to the rail network already spent, how much longer will our members have to wait to understand (and enjoy) the benefits of the PRSN?
Finally it is worth pointing out that the PRSN is not related to Inland rail and the associated proposed (and often debated ) intermodal terminals of WIFT/ BIFT and its progress.? WIFT being the Western Interstate Freight Terminal at Truganina and BIFT the Beveridge Interstate Freight Terminal.
A successful PRSN will be a true game changer for importers/exporters efficiencies and cost savings not to mention increasing the Port's capacity. Perhaps more importantly are the benefits that will be delivered to the wider community. Removing thousands of trucks off roads, reducing traffic congestion, improving air quality to name a few.
Its critical that the PRSN is a success not only from an infrastructure delivery stance but also an operational service delivery perspective so as to ensure the many positives of the project are enjoyed by both industry but also the entire community.
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2 年The other thing that the project fails dismally to address is the fact that, unlike Sydney, there is no dedicated freight rail network in Melbourne. This means that freight must compete with the existing commuter services leaving small windows between passenger services to attempt to fit container trains into To top that off, if an importers is able to choose pick up location eg: Swanson Dock or Dandenong South, on different days, therefore adding days to the cycle time, many will choose to ignore the train and demand carriers collect ex wharf. A cynic could see this process as adding uncertainty and cost to an already strained supply chain as a political stunt
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2 年Great commentary Sal Milici very well detailed - now for some answers