The parallels between Aussie and American railroading can't be denied. As your nation already has in operation North American gauge rolling stock in the Pilbara, and operations mimic the rest of ours on your narrow gauge networks. My question goes.. Has the Australian Government ever considered converting the remaining NG network into standard gauge and running NA equipment? While this would be a capital intensive project. It would appear the benefits would seem inevitable from such a project. After reading stories as this current situation entails https://www.portlincolntimes.com.au/story/5925690/eyre-peninsula-rail-to-close-on-may-31/. It makes one here in the States wonder if such a conversion would: preserve, reopen, and create new markets in Australia. Those road trains are becoming mighty numerous in the land Down Under..
Is the line the Grain Trains stopped using Narrow Guage? Is the railroad the party that is abandoning the narrow guage? Is the abandonment based on a 'bottom line' decision?
Never too old to have a happy childhood!
Based on the OP's included article that was linked in the Thread. One has to wonder is this is one of those which came first scenarios(?) The Chicken or the Egg...
FTL [In part]: "...Grain transport on Eyre Peninsula's railway network will not continue past May 31 as Viterra transfers to road-based transport..."
"...Genesee and Wyoming Australia (GWA) notified its employees Tuesday that Viterra would not be renewing its rail grain haulage agreement and is transitioning to a road-based supply chain.
Viterra made the decision to transfer totally to road transport to ensure future efficiency and cost effectiveness of the supply chain and to remain competitive internationally..."
One has to wonder if this was a negotiating strategy of the part of the Grain Cimpany [Viterra]; or was this some sort of strategy on the part of [ GWA].. Or [new ownership ?]
Recall back in July that GWI was sold to another owner ? Trains Newswire July 1, 2019
Newswire article linked @ http://trn.trains.com/news/news-wire/2019/07/01-genesee--wyoming-sold-in-84-billion-deal
Wow, switching from train to truck will add 30,000 truckloads to the highway a year. A lot of driver hours. Wonder if the additional highway maintenance costs are pushed out of the picture.
Australia us "Uieb Access" except for the Pilbara, so another company could come in and operate the service, if they have the freight cars. One problem is that the Narrow Gauge network has limited maximum axle loadings. The main problem might be the fact that the network is owned by the State government and not GWI. If the network owner issn't committed to investing in the network it will eventually fail.
beaulieuAustralia us "Uieb Access" except for the Pilbara, so another company could come in and operate the service, if they have the freight cars. One problem is that the Narrow Gauge network has limited maximum axle loadings. The main problem might be the fact that the network is owned by the State government and not GWI. If the network owner issn't committed to investing in the network it will eventually fail.
Who does the State Government think is going to fund and maintain the roads after the multitude of trucks destroy them over time?
The track out of Port Lincoln is owned by G&WA. If they stop operating it will revert to ownership of the state government. However G&WA are resonsible for funding upgrades if they plan to use it.
The grain services were effectively a single train using grain hoppers that that been built in the 1960s for use on standard gauge. The locomotives were a ragtag collection of leftovers from Port Lincoln originally, the former NG Central Australia railway (converted to SG in 1980) and the two biggest units were from Western Australia. These had a 15 long ton (say 33000lb) axle load which was a bit high for the old track. Four or five locomotives were needed.
While the roads are pretty poor, the trucks don't have to pay any significant amount for maintenance of the road and can offer lower freight charges.
The Western end of the Port Lincoln system is is still in use for export Gypsum traffic, but these locomoytives and cars will need to be maintined at Port Augusta and moved there and back by road.
The Port Lincoln system was alway isolated from the rest of the rail system.
When standard gauge reached Whyalla it would have been possible to connect to the main system and convert to standard gauge but this would have required a 100 mile or so long connecting line with little prospect of through traffic.
Peter
The guage issue is really less of a problem than one might think; the primary problem is axle loadings (the coal lines in Queensland carry very heavy coal trains on a daily basis). Australia generally has lighter permissible axle loadings, which if raised, could probably offer more competitive service. (It should be noted that G&WA has stopped service on several of their standard guage branches in eastern South Australia, as well).
The problem is, of course, money. Building up the track infrustructure can cost a lot, particularly with bridges. If gauge conversion is wanted, then most clearances need to be widened. Attempts to narrow the broad gauge to standard in the Murray Basin in Victoria has run into significant money problems, and that's a lot easier in regards to clearances!
I understood they the NG line was already running re-guaged standard guage grain hoppers. Maybe the clearances are already about there.
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