The timeframes and indicative costs of the short-term and medium-term projects highlighted in the Long-Term Strategic Plan for Rail and discussed in sections 4, 5 and 6 are summarised in Figure 7.1 and Table 7.1.
As already indicated, the cost estimates are presented here as totals
rather than in terms of additions to current budgets, and many of the
items are already at least partly covered by current budgets.
| Table 7.1. Indicative project and maintenance costs, 2001-2011 (2001 A$, generally -10% to +30%) | |
| Rail infrastructure capital projects needed during the first ten years to caterfor forecast patronage growth, as discussed in section 4.4, excluding those freight projects which are subject to Commonwealth funding | $2,285 million plus $500 million to complete priority works (by 2011) on the new inner city/CBD line, which could be essential by as early as 2011 |
| Corridor protection (planning measures, land acquisitions, etc) for medium-term projects, as discussed in section 5 | $20 million per year, probably throughout the first ten years |
| Capacity-enhancing station upgrades and new stations to cater for forecast patronage growth, as discussed in sections 4.4 and 4.6 | $150 million |
| Fire and life safety works on underground lines and stations, as discussed in section 4.7 | $180 million |
| Easy Access station upgrades, as discussed in section 4.6 | $145 million in first five years, yet to be determined for the following five years (dependent on disability standards which are not yet finalised) |
| Bus-rail interchanges and rail commuter car parks (Department of Transport parking space levy funding), as discussed in section 4.6 | $400 million (Department of Transport assumption of $40 million per year) |
| Other station upgrades (passenger information systems, station security, new ticketing systems, reduction of gaps between trains and platforms, etc) | $260 million in first five years, yet to be determined for the following five years but probably of the same order of magnitude |
| Traction power supply capacity upgrades for extra trains, air-conditioning, etc, as discussed in section 4.8 | ~$30 million in first five years, yet to be determined for the following five years (study about to commence) |
| Signalling and train control modernisation projects, as discussed in section 4.9 (including, for communications-based signalling, only the cost of the pilot installation, and excluding major conventional resignalling projects funded under RIC major periodic maintenance programs) | $230 million |
| New CityRail rolling stock, both to cater for forecast patronage growth and to replace life-expired existing rolling stock, as discussed in sections 6.1 and 6.2 | $595 million in the first five years, $1,180 million in the next five years (and then a similar amount sustained indefinitely) |
| CityRail stabling yard and maintenance facility reconfigurations and provision of maintenance facilities and equipment for more efficient CityRail train maintenance and cleaning, as discussed in section 6.3 | Average of $20 million per year over the first five years or so (study about to commence) |
| Rail infrastructure major periodic maintenance (including major junction and signalling renewals and extra maintenance required to cater for forecast "medium" growth in usage) | $235-273 million per year over the first ten years (see Figure 4.22; average $255 million per year) |
| Rail infrastructure routine maintenance (including extra maintenance required to cater for forecast growth in usage) | $130-152 million per year (see Figure 4.22; average $140 million per year) |
| CityRail stations major periodic maintenance | ~$10 million per year |
| CityRail rolling stock major periodic maintenance, including additional component change-outs | During the next five years, ~$115-140 million per year |
| CityRail rolling stock routine maintenance | During the next five years, ~$67-100 million per year (increasing as fleet increases and continues to age) |
