Saturday 17th Nov, 2018

LOGISTICS & SUPPLY CHAIN SPECIAL REPORT: LINX in the chain

Artist's impression of Enfield Intermodal Terminal. Image: LINX Cargo Care
Artist's impression of Enfield Intermodal Terminal. Image: LINX Cargo Care

TALK to LINX Cargo Care chief executive Anthony Jones about Enfield Intermodal Terminal and there’s no mistaking his enthusiasm.

“The excitement is where it sits in the rail geography. It is perfectly positioned on the junction of the Southern Freight Line, the Port Botany dedicated freight line and also the freight network up into Strathfield and up north,” he tells Daily Cargo News.

“When I look at it as a rail infrastructure supply chain solution, we can offer an intermodal terminal without any inefficiency.

“We see the terminal as being highly efficient and highly productive with great infrastructure… we know this will work and we know we will be able to give value back to the importers and exporters.”

To recap, earlier this year it was announced LINX had secured the right to lease and operate the Enfield Intermodal Terminal in western Sydney, a facility previously operated by Aurizon.

LINX is also to operate a port shuttle service between the terminal and Port Botany, 18km away.

Some key features:

  • 15.1ha of leasehold from NSW Ports
  • Annual terminal capacity of 300,000 TEU
  • Two rail sidings of 920 metres in length and through-line of 1800 metres, enabling the management of longer trains.

The terminal is part of the Enfield Intermodal Logistics Centre which includes warehousing, buildings and vacant land for the development of rail-related warehousing, freight forwarding, transport and import/export facilities.

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Currently the terminal handles about 24,000 TEU equivalent, so considerable growth is anticipated.

Mr Jones indicates the company is keen to maximise capacity.

“Our aim is to drive that throughput so we maximise that full 300,000-TEU capacity and work in closely with the stevedores, the truck access providers and the NSW government,” he says.

He notes forecast throughput at Port Botany should increase demand for the terminal.

To give some context to his statement, a 2015 NSW Ports study suggested that Port Botany would be handling anywhere between 7.5m and 8.4m TEU by 2045.

“Facilitating the efficient and sustainable handling of growing trade volumes through the Port will maximise economic benefit for the state and minimise environmental impacts on the local and wider community,” the report authors wrote.

“The key drivers of container growth through Port Botany are domestic demand, population growth, the strength of the NSW economy, the value of the Australian dollar, levels of domestic manufacturing, government trade policies and the location of key distribution centres.”

Mr Jones says such trends were sure to boost the need for the Enfield Intermodal Terminal.

“The more growth you have, the more land you need, the more you can move out to satellite terminals,” he says.

EMPTY CONTAINER PARKS
Mr Jones explains the role of an empty container park capacity at the terminal (a facility that is still to begin operating). “We see the empty container park as being critical. It’s actually not functioning at the moment. We are shuttling boxes from empty parks to try and triangulate and backload our export volume,” he says. “Once we get an empty park onsite, we will be able to bring export trains down from the country direct into port, backload them with imports and then offload those imports at Enfield and then reload the empties to go back up-country.”

THE SIGNIFICANCE OF ENFIELD
DCN asked Mr Jones about the significance of Enfield as part of its overall business.

“We’re committed to rail… We have our Riverina train; we have an expanding rail business,” he says.

“So for us, we see this as a bit of a beachhead investment for us. It gives us a great solution… a solution that will be attractive, and is already proving to be attractive to importers and exporters.

“But it also gives us the opportunity (to provide) a Sydney or a Melbourne solution to our customers.”

This article appeared in the July edition of DCN Magazine – Logistics and Supply Chain Special Report



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