High speed rail
On 31 October 2010, the Terms of Reference were released for a strategic study on the implementation of high speed rail (HSR) on the east coast of Australia.
The study, managed by the Department, was established to inform the Australian Government, the ACT and state governments' consideration of next steps for HSR in Australia. The study was undertaken in two phases.
The Phase 1 report was launched on 4 August 2011. The report identified corridors and station locations and potential patronage, as well as providing an indicative estimate of the cost to build an HSR network.
Work on Phase 2 of the study commenced in late 2011 and culminated in the release of the High Speed Rail Study Phase 2 Report on 11 April 2013.
The Phase 2 study built on the work of Phase 1, but was considerably broader and deeper in objectives and scope, and refined many of the Phase 1 estimates, particularly the demand and cost estimates.
The report found that:
- The HSR network would comprise approximately 1,748 kilometres of dedicated route between Brisbane-Sydney-Canberra-Melbourne.
- The preferred alignment includes four capital city stations, four city-peripheral stations, and stations at the Gold Coast, Casino, Grafton, Coffs Harbour, Port Macquarie, Taree, Newcastle, the Central Coast, Southern Highlands, Wagga Wagga, Albury-Wodonga and Shepparton.
- Once fully operational (from 2065), HSR could carry approximately 84 million passengers each year, with express journey times of less than three hours between Melbourne-Sydney and Sydney-Brisbane.
- The optimal staging for the HSR program would involve building the Sydney-Melbourne line first, starting with the Sydney-Canberra sector. Subsequent stages would be Canberra-Melbourne, Newcastle-Sydney, Brisbane-Gold Coast and Gold Coast-Newcastle.
- The estimated cost of constructing the preferred HSR alignment in its entirety would be around $114 billion (in 2012 dollars).
- The HSR program and the majority of its individual stages are expected to produce only a small positive financial return on investment. Governments would be required to fund the majority of the upfront capital costs.
- If HSR passenger projections were met at the fare levels proposed, the HSR system, once operational, could generate sufficient fare revenue and other revenue to meet operating costs without ongoing public subsidy.
- HSR would substantially improve accessibility for the regional centres it served, and provide opportunity for—although not the automatic realisation of—regional development.
The report on the Phase 2 study is available to download in individual parts, or as the full report:
- Key findings and Executive summary [PDF: 4860 KB] 
- Chapter 1—Introduction [PDF: 720 KB] 
- Chapter 2—Travel markets [PDF: 3045 KB] 
- Chapter 3—Service and operations [PDF: 1774 KB] 
- Chapter 4—Alignment and station locations [PDF: 16836 KB] 
- Chapter 5—Station concepts and layouts [PDF: 9252 KB] 
- Chapter 6—Staged delivery [PDF: 1119 KB] 
- Chapter 7—Appraisal of the commercial performance of HSR [PDF: 4676 KB] 
- Chapter 8—Economic appraisal of the preferred HSR system [PDF: 2463 KB] 
- Chapter 9—Urban and regional development [PDF: 1194 KB] 
- Chapter 10—Governance and institutional framework for HSR [PDF: 690 KB] 
- Chapter 11—Procurement and delivery structures for HSR [PDF: 430 KB] 
- Chapter 12—Implementation plan [PDF: 510 KB] 
- Acronyms [PDF: 99 KB] 
- Glossary [PDF: 126 KB] 
- Full Report [PDF: 41 MB]
Detailed preferred alignment
280 detailed maps show the preferred alignment identified in the Phase 2 study. Click on the map for detail of a particular geographic area.
Report by the High Speed Rail Advisory Group
A High Speed Rail Advisory Group was established in April 2013 to advise on key industry and community issues arising out of the report on Phase 2 of the study.
The Advisory Group's report (On Track; Implementing High Speed Rail in Australia) is available for download: [PDF: 5698 KB] 
- For enquiries about high speed rail, please contact the Department by email at email@example.com.