High Speed Rail Australia – Fastest Trains, Tracks, Railway Network And Projects

1970s–1980s

In the late 20th century, several proposals aimed to improve High Speed Rail Australia network, particularly the Sydney-Melbourne route. In 1979, a proposal to electrify the line attempted to reduce the journey time from 12 hours to less than 10 but was rejected on economic grounds.

In 1981, the Institution of Engineers introduced the Bicentennial High Speed ​​Railway Project, which proposed minor upgrades, including partial electrification, new diversions, and additional transit loops, but no actual high speed rail. This would have reduced the journey time between Sydney and Canberra to three hours and between Sydney and Melbourne to nine hours, making only marginal improvements.

1980s – (1984 CSIRO Proposal)

In June 1984, the CSIRO, led by Dr Paul Wilde, proposed Australia’s first true high speed rail to the Hawke government. The project aimed to link Melbourne, Canberra and Sydney using French TGV technology along the coastal corridor.

With an estimated construction cost of A$2.5 billion (A$9.15 billion in 2023) and expected annual revenue of A$150 million, the proposal initially appeared promising, even with public interest and private sector funding for feasibility studies. Also attracted.

Very Fast Train (VFT) Joint Venture

In September 1986, the Very Fast Train (VFT) Joint Venture was formed, led by Elders IXL, Kumagai Gumi, TNT, and later BHP, with Dr. Paul Wild as chairman. The group proposed a 350km/h rail link from Sydney to Canberra and Melbourne, with both coastal and inland routes.

A $19 million feasibility study was commissioned in 1988, and in 1990, the study estimated a cost of $6.6 billion and a five-year construction timeline. An inland route with an intermediate stop from Melbourne to Sydney was recommended.

Despite significant interest, opposition arose over environmental concerns and potential public funding requirements. The plan depended on receiving favorable tax breaks, but in August 1991, the Hawke government rejected them, resulting in the termination of the VFT joint venture.

1990s (Tilting Trains)

In the 1990s, Australia explored the use of tilting trains to improve rail speeds without extensive infrastructure investment. In 1990, the NSW Government considered upgrading the existing track for ASEA Brown Boveri’s 200 km/h tilting train technology. Country Link’s 1995 trial tested Swedish X 2000 tilting carriages on the Sydney-Canberra route.

This reduced the travel time to 3 hours 25 minutes. Despite the success of the trial, which demonstrated high curve speeds and passenger popularity, clearance problems and the need for track upgrades were identified. With an estimated investment of $500 million, travel time could have been reduced to 2 hours, but no upgrades were made as the government awaited a competing Speedrail proposal.

Speedrail Proposal

In 1993, the Speedrail consortium, a joint venture between Alstom and Leighton Contractors, proposed a high speed rail link between Sydney and Canberra, initially estimated at A$2.4 billion (A$4.1 billion in 2013). Despite years of delay and concerns about the need for substantial government subsidies, the Commonwealth, New South Wales, and ACT governments formally invited expressions of interest in March 1997. In December 1997, four proposals were presented to the government, each with a required A$100,000 deposit.

On 4 August 1998, Prime Minister John Howard announced that the Speedrail consortium was the preferred party for the High Speed Rail Australia projects between Sydney and Canberra, entering a ‘proving’ phase on the condition that it had “no net. There will be no cost to the taxpayer.

The project was estimated to cost A$3.5 billion (A$5.4 billion in 2013) and was expected to create 15,000 jobs during construction. The proposed line would use the East Hills line from Sydney, Following the Hume and Federal Highways, with stations at Central, Campbelltown, Southern Highlands, Goulburn, and Canberra Airport.

The project involved nine eight-car trainsets running every 45 minutes at a maximum speed of 320 km/h (199 mph), completing the journey in 81 minutes, under a self-contained model. which will transfer the ownership to the government after 30. In November 1999, Speedrail submitted a feasibility study claiming to meet all government requirements, but concerns remained over the need for A$1 billion in government aid or tax breaks.

Ultimately, in December 2000, the federal government scrapped the proposal, fearing it would require excessive subsidies.

2000s (Howard Government)

In December 2000, following the cancellation of the Speedrail proposal, the Howard government commissioned TMG International Pty Ltd, with sub-consultants such as Arup, to explore the feasibility of a high speed rail system linking Melbourne, Canberra, Sydney and Brisbane.

The resulting East Coast Very High Speed ​​Train Scoping Study – Phase 1, released in November 2001 at the cost of A$2.3 million, covered technology options, route selection, performance, cost, demand forecasting, financing, and various aspects such as the impact on national development were examined. While not analyzing the corridor in detail, the study recommended an inland route for High Speed Rail Australia between Melbourne and Sydney and a coastal route between Sydney and Brisbane.

The report concluded that a high speed rail system could be part of Australia’s transport future but would require long-term bipartisan political support, estimated to take 10-20 years to build. Government funding will likely cover up to 80% of costs. Construction costs, heavily dependent on design speed, were provided in 2001 Australian dollars for a double-track railway along the east coast.

The report highlighted that the cost estimate did not include the setup of rolling stock and operating company. It suggested potential cost reductions, particularly for low-speed options, if existing rail or highway corridors could be used. However, in March 2002, the government chose not to proceed with Phase 2 of the scoping study, as the project would require substantial public funding for large-scale infrastructure. As fast trains are need of people in this aera. All developed countries improving their railway infrastructure specially High speed rail USA, High speed rail Canada and many more.

Canberra Business Council Study

In April 2008, the Canberra Business Council submitted to Infrastructure Australia, High Speed Rail Australia: An Opportunity for the 21st Century. The submission detailed:

• The submission noted significant improvements in technology, competition and supply over the past decade, making high speed rail more affordable and efficient.
• Travel demand on the East Coast: The Melbourne–Sydney air route is the fourth-busiest in the world, and the Sydney–Brisbane route ranks seventh in the Asia-Pacific region.                                                                                                            
• Use for freight: High speed freight trains are in use in France, high speed rail Italy is moving towards it and soon to expand across Europe.
• Environmental sustainability and reduced greenhouse gas emissions.
• Energy efficiency
• Better social outcomes, quality of life, and reduced social disadvantage for regional centres on the rail line.

Canberra Airport Plan

In 2009, Canberra Airport proposed itself as an ideal location for a second Sydney airport, contingent on the construction of a High Speed Rail Australia (HSR) link that would cut travel times between Canberra and Sydney by 50 minutes. Can reduce to the proposal suggested that, given Sydney’s current growth, a high speed rail connection would be essential regardless of the chosen airport location.

However, choosing Canberra could save up to A$22 billion compared to developing a new greenfield airport at Badgers Creek or Wilton. In June 2012, Canberra Airport revealed plans to invest A$140 million in building a rail terminal if the HSR project moved forward.

High Speed Rail Australia Study (2008–2013)

In December 2008, the Rudd government prioritized a very fast train (VFT) project along the Sydney–Melbourne corridor, estimated to cost A$25 billion. This High Speed Rail Australia (HSR) project aims to connect major cities on Australia’s east coast, increasing transport efficiency and economic connectivity.

On 31 October 2010, the Government commissioned a strategic study, costing A$20 million, to assess feasibility and implementation strategies for the HSR spanning Melbourne to Brisbane. The study, carried out in collaboration with New South Wales, Victoria, Queensland, and the Australian Capital Territory, will thoroughly assess the economic, environmental and social impacts to guide future initiatives for high speed rail development across the region. It was divided into two phases.

The high speed rail initiative received support from both the Liberal opposition and the Australian Greens, with the latter pushing for the study to be expanded to include routes to Adelaide and Perth. The call for a wider national network resonated with various stakeholders who saw the value in a truly interconnected Australia, potentially increasing travel efficiency and regional connectivity across the country.  

In 2013 the Australian Government released a comprehensive study, which proposed a route connecting Melbourne, Canberra, Sydney and Brisbane.

2010s (Abbott Government 2013–2015)

On 8 November 2013, the Abbott government announced plans to disband the high speed rail Australia Advisory Group, which had been involved in planning a high speed train line from Brisbane to Melbourne. The decision was part of a broader cost-cutting effort by reducing government committees and councils aimed at streamlining government operations for greater efficiency and reducing costs.

In December 2013, former Deputy Prime Minister Warren Truss reaffirmed the Coalition’s commitment to securing the land corridor identified for the high speed rail Australia projects. He sought the support of the Premiers of Victoria, New South Wales, and Queensland, as well as the Chief Minister of the ACT, to ensure that key land is preserved for the future development of the rail line. Efforts should be continued from previous government studies.

Beyond Zero Emissions Study (2014)

In 2014, Beyond Zero Emissions (BZE), in partnership with the German Aerospace Center, released an alternative high speed rail Australia study in response to the Rudd government’s Phase 2 report. BZE proposed a slightly longer route (1,799 km vs. 1,748 km) but reduced construction costs by reducing tunnel length by 44% and bridge length by 25%, using existing transport corridors to access the city.

The project’s author, Gerard Drew, criticized the government’s 45-year timeline as “ridiculous” and suggested its estimates were overpriced or “gold-plated”. BZE estimates that the railway could be completed in 10 years for $84.3 billion. The project’s author, Gerard Drew, criticized the government’s 45-year timeline as “ridiculous” and suggested its estimates were overpriced or “gold-plated”. BZE estimates that the railway could be completed in 10 years for $84.3 billion.

Turnbull Government (2015–2018)

When Malcolm Turnbull, a noted rail enthusiast, became leader of the Liberal Party, the federal government renewed interest in high speed rail Australia. The Turnbull administration emphasized private sector involvement and value-capture funding models, exploring options to finance the project without relying solely on public funds.

In March 2016, Consolidated Land and Rail Australia (CLARA) submitted a proposal for a 500 km/h high speed rail line between Sydney and Melbourne, which would serve eight new inland cities instead of serving existing population centers. Focused on making it as a passenger hub. CLARA proposed that land sales would fund both rail construction and city development and claimed to have acquired purchase options on 40% of the necessary land.

In April 2017, Spanish manufacturer Telgo submitted a proposal to the NSW Government to deploy 200km/h diesel trains on the Sydney-Canberra line. With minimal modifications to the track, travel time can be reduced by 2-2.5 hours, Telgo suggested. To support the proposal, Telgo offered to provide train sets for testing in New South Wales at no cost.

In the May 2017 Federal Budget, the Australian Government allocated $20 million through state, territory, or private partnerships to develop three business cases for high speed rail links between capital cities and regional areas. Infrastructure Australia was tasked with reviewing submissions, with funding awarded to selected proponents. Further funding was to be considered after business deals were completed.

Victoria (2018–2023)

In April 2018, the Victorian Budget announced plans for a high speed rail link between Melbourne and Geelong, with $50 million allocated to the plan in the state budget. As of September 2018, the Victorian state government established a Fast Rail Reference Group to advise on a high speed rail line to Geelong, part of the Labor government’s Western Rail plan introduced before the state election. The initiative aims to increase regional train speeds to 250km/h, reducing journey times to Geelong by 45 minutes and Ballarat to under an hour.

To achieve this, rail lines will be electrified and quadrupled to separate regional and metropolitan services, using a new Sunshine CBD tunnel linked to the Melbourne Airport Rail Project. Sunshine Railway Station is set to become a key interchange for high speed and metropolitan services, with high speed rail Australia planning consistent with the airport’s rail link business case, and all projects expected to take around a decade. The construction of which is scheduled to start by 2022.

National Faster Rail Agency (2019-2023)

In the 2019–20 Budget, the Australian Government launched the National Faster Rail Agency, tasked with developing a number of business cases for high speed rail links between capital cities and regional centers.

The initiative aims to increase regional access and connectivity, promote economic growth and improve transportation options across the country. Focusing on high speed rail solutions, the agency sought to facilitate better integration of regional areas into the national transport network.
The Government allocated $40 million to evaluate five high speed rail Australia corridors:

These reviews were in addition to three business cases already underway under the Turnbull Government, which examined the following corridors:

The National Faster Rail Agency was established on 1 July 2019 as an executive agency in the portfolio of infrastructure, transport, cities and regional development.

Issues and Cost Estimate

In April 2022, the National Faster Rail Agency published the National Faster Rail Investment Program document, with a section dedicated to high speed rail Australia. The document explained that by 2022, their cost estimates for the Melbourne-Sydney-Brisbane HSR corridor were between $200 and $300 billion – significantly higher than the $114 billion cost outlined in Phase 2 of the High Speed ​​Rail Study. But there is more to that:

2020s (High Speed Rail Authority 2023-Present)

In September 2022, the newly elected Albanian government introduced legislation to create a national high speed rail Australia authority (HSRA), fulfilling a promise made during the 2022 elections. Infrastructure Minister Catherine King said the HSRA would introduce an expert board to oversee the construction and operation of a high speed rail network linking Melbourne, Canberra, Sydney and Brisbane along Australia’s eastern seaboard.

The Authority will cooperate with state governments, advise the federal government, and establish standards for an interoperable network. King emphasized that the Authority would prioritize high speed rail between Newcastle and Sydney, with the government committing $500 million to the initial works and to safeguarding the corridor.

The bill, which would dissolve the National Faster Rail Agency and merge its functions into the HSRA, was passed by both houses on November 24, 2022, and was approved on December 12, 2022.

Sydney to Newcastle Section

The proposed upgrade was divided into five phases, with the following estimated travel times:

The first two phases will consist of the following upgrades:

Fastrack Australia leader Gary Glazebrook said he estimated the first two phases would cost $5bn and $6–7bn, respectively. As of 24 February 2023, Fastrack Australia had sent its proposal to Prime Minister Anthony Albany and Federal Minister for Infrastructure Catherine King but had not yet received a response.

Intrastate Proposals

At various times, state political parties and others have proposed schemes involving high speed trains in other areas that include the ability to achieve speeds exceeding the 200 km/h limit.

In 2004, the New South Wales government proposed the A$2 billion Western Fast Rail project, a privately funded train line to connect the Sydney CBD with western Sydney, which was approved in December 2006 by the then federal Opposition Leader Kevin Rudd reintroduced it as part of “The election agenda of the Labor Party”.

The project was backed by the NSW State Government and a consortium led by union leader Michael Eason, which included Dutch bank ABN AMRO and Australian construction company Leighton Contractors. Elements of the proposal were integrated into the government’s West Metro and CBD Relief Line plans. However, these measures were eventually abandoned after the O’Farrell government took office in 2011.

In 2008, Transrapid proposed a privately funded magnetic levitation (maglev) line for Greater Melbourne as an alternative to the cross-city tunnel proposed in the Addington Transport Report. Who did not explore above-ground options? The Maglev line will connect Geelong to Melbourne’s outer suburbs, Tullamarine and Avalon airports in less than 20 minutes and reach Frankston in less than 30 minutes, serving more than 4 million people. Transrapid was estimated to cost A$4 billion, but the Victorian government ultimately opted instead for the underground metropolitan network proposed in the Addington Report.

Before the 2010 Victorian state election, Liberal leader Ted Bellew pledged A$4 million to establish a high speed rail Australia advocacy unit with the aim of making Melbourne the first city in Australia to host high speed trains. Bellevue supported the East Coast Rail Link, extending from Melbourne to Geelong and Adelaide, positioning Victoria as a central hub in the country’s potential high speed rail network.

A 2010 Infrastructure Partnerships Australia report highlighted the Noosa-Brisbane-Gold Coast high speed rail link as a promising starting point for an East Coast network. The proposed 350 km/h system could reduce the journey time from Corroy (near Noosa) to Brisbane from two hours to 31 minutes, potentially capturing 84% of the passenger market. A Brisbane-Gold Coast journey will take just 21 minutes, attracting up to 27% of current commuters, demonstrating the significant impact high speed rail Australia could have on regional connectivity.

Shortly after winning the 2011 New South Wales state election, Liberal Premier Barry O’Farrell advocated high speed rail links to Melbourne and Brisbane as an alternative to building a second Sydney airport. O’Farrell questioned the viability of a new airport location within NSW, noting that any proposed site — from the Central Coast to Sydney’s south-west or western suburbs — would likely be within the current range. It will disrupt communities and cause considerable local opposition.

Speed Records

Australia’s rail speed record is held by Queensland Rail’s electric tilt train, which reached 210 km/h during a test run on 23 May 1999. Achieving this speed required specific modifications to the tracks, marking a milestone in Australian rail capabilities.

The earliest reference to Australia’s “fastest train” dates back to 1916, when the Melbourne Express, later known as The Overland, introduced a faster timetable between Murray Bridge and Wolseley. The service achieved an average speed of 35 mph (56.3 km/h) and a maximum speed of 58 mph (93.3 km/h), setting a standard for train speeds for high speed rail Australia during this period.

The New South Wales XPT set the speed record on 9 September 1981 at 183 km/h during a test run. He surpassed this record 11 years later, on 18 September 1992, when he achieved a top speed of 193 km/h. Despite these impressive milestones, both occasions fell short of the target speed of 200 km/h.