Melbourne airport rail link should proceed with finalised funding and the Murray Basin rail upgrade but maybe under ARTC control ?
Melbourne airport rail
Portland line needs some work. Also the business case for mount Ganbier has many benefits.
Electrification for Geelong would also be good and completing the connection from Wvale to Werribee ?
Ballarat intermodal terminal also.
Southern NSW we could use some upgrades.
Budget should target new projects and upgrades: ARA
needs to be fast-tracked, with the Murray Basin Rail
work completed under competent management. To late to re-start it for this summer's harvest season. maybe start up in late march. The Feds probably should insist ARTC, or some other competent authority gets the project management on it. The level Crossing Removal Authority seems to know what it's doing, and perhaps could be a local contender for such a task. Portland line
needs to be fixed, and maintained for 80kph @ 21t or more. Mt Gambier
sounds Promising as well. Wouldn't be hard to make that happen quickly given it's an out of use line with a largely still complete formation (save what has happened in Mt Gambier it's self.). As with the main portland line, 80kph @ 21t. Geelong Electrification
via Wyndham vale should probably happen. It should be on 25kva infrastructure to be most efficient, however likely will be 1500v for compatibility, unless you went for duel voltage rolling stock. Avalon Airport Rail
with provision in the design for intermodal should be done at the same time. The plans may even be ready to go for this. Could be a shovel ready project government likes when they want to spend money fast.Ballarat and Bendigo intermodal
terminals should get some funding as well. Both should be situated where they can access both SG and BG. I cant see the Bendigo line getting a gauge conversion done inside the next 20 years, if at all. Any intermodeal terminal in those areas should have both gauges for maximum flexibility. Inglewood-Bendigo
also need re-opening to 80kph @ 21t. Both can probably happen in a fairly short amount of time.
As for Southern NSW,
I'm not overly familiar with the needs there, except for the lines that come back to Victoria. Oaklands line
probably needs work to maintain it. 60kph @ 21t should be the Minimum. Work towards 80kph. Deniliquin line
probably needs work to maintain the same standard. At the very least, if one hasn't happened recent, feasibility study into the Moulamein line
re-opening. Like the Dookie line however, i suspect the best chance this has of re-opening is when SG hits the line to Deniliquin.
If your looking for general easy spends in Victoria area, Feasibility study's and business cases could be done also for re-opening Ouyen-Tailem Bend
and the much talked about greenfields Yelta(Mildura)- Broken Hill
lines. Up north, connecting Mt Isa to the Darwin
line, you could also do a feasibility study into, if one doesn't already exist.
Jewel in the crown, while unlikely, would be detailed planning, route reserving, and maybe even putting out to market a Request for Proposal (RFP) (build, operate, maintain) for a Very High Speed train
up the east coast. Melbourne-Canberra-Sydney-Brisbane. Minimum 400kph. Going with an RFP would be the best option for Government, as they don't commit them to anything.