KAP drafting legislation to try to alter Inland Rail route
Rose City voice to join rail project
CP Rail investigating after train derails between Golden and Revelstoke
Inland rail builders promise community consultation
Price tag for $10b Melbourne to Brisbane rail project could be higher
Moree Plains Shire Council receives $300,000 in funding for freight and infrastructure funding
New business park part of Moree's plan for big rail role
Inland rail delayed by Canberra's indecision
Albury-Wodonga stop confirmed for inland rail project
Need to solve inland rail's 'missing link' says Port of Brisbane
Apart from misunderstanding the strategic case for building Inland Rail, "Business case for Inland Rail unravels" (March 27) had a number of inaccuracies.
The business case is not built on coal volumes. The business case for building the project is inter-capital freight. That is, freight meeting Australia's population growth and even-faster-growing freight demand.
The reference to expected volumes through to the Port of Brisbane is incorrect. The numbers cited include inter-capital freight volumes. This is domestic freight that originates and is destined for consumption in our major cities. It is not destined for ports.
Inland Rail does not "stop at the Queensland border". Inland Rail runs to Acacia Ridge, which has a direct dual gauge rail connection to the Port of Brisbane today.
Of the total benefits generated by Inland Rail, 93 per cent accrue to non-coal traffic. Much of that benefit is in shifting freight from road to rail.
Inland Rail will be cash flow positive to ARTC from day one of operations and revenues generated will cover all maintenance and growth capital expenditure.
We have a choice as a country. Building Inland Rail and creating a freight future our communities, motorists, future generations and our economy are asking for and expect. Or, move freight by road and expect to spend double (or more) on building more highways to meet this need.
John Fullerton, CEO
This article first appeared on www.afr.com
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