Rail Express Jan/Feb 2018 Light Rail Supplement

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BE A JOURNEY MAKER IN THIS ISSUE ackling major light rail-road T intersections ydney light rail to ‘get real’ S with CBD & South East Line Canberra finally gets its trams Adelaide extends its network 100_CoverSupplement.indd 1

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Light Rail:

Transforming Our Cities Danny Broad, chief executive of the Australasian Railway Association

When the ARA held its inaugural Light Rail Conference in 2014, the rail industry and Australian communities more broadly were at the initial stages of a light rail renaissance.

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old Coast Light Rail was amongst Australia’s largest urban infrastructure undertaking at the time and four years later, successfully completed the construction and commissioning of its Stage 2 extension ahead of schedule. Within the first four weeks of operation of Stage 2, we have seen patronage figures substantially increasing by up to 25%, with momentum now growing for the support of a further extension (Stage 3).

Since 2014, the landscape in all rail sectors has dramatically changed. Commonwealth, State and Territory Governments are heavily investing in rail, both heavy and light, passenger and freight operations, through multi-billiondollar infrastructure projects currently underway, with future commitments forecasted in the Commonwealth’s 2017-18 Budget.

With so much growth in the light rail portfolio, the ARA’s fifth Light Rail Conference comes at an exciting time for the industry and the nation.

A well-functioning city is one that is sustainable and capable of meeting the transport needs of its growing and expanding population. Globally, all modes of public transport are recognised for the vital role they play not simply in moving and connecting people but in how efficient and integrated public transport systems influence economic and social activity.

Our conference theme this year is Light Rail: Transforming Our Cities. Light rail has proven itself globally as a mode that meets the needs of a growing population and connectivity demands. Locally, light rail is also proving itself.

Most major Australian cities are a hive of activity with light rail projects either proposed, under construction, in operation or growing their networks, all as part of multi-modal transport solutions for our communities.

It’s clear that NSW has led the way recently from a dollar perspective, with light rail systems either being developed, under construction or in operation including, Sydney CBD and South East Light Rail, Parramatta and Newcastle.

While their investment is significant, NSW is certainly not alone in its push for light rail.

Melbourne has the biggest tram network in

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Photo: ARA / Informa Australia

the world and significant light rail investment is a recurring theme in almost every Australian State and Territory. Auckland is also exploring its options for light rail.

Both here in Australia and around the world, light rail projects are often initially faced with public and political criticism, painting the projects as extravagant and expensive.

Gold Coast, Adelaide, Canberra, Sydney and Newcastle have all experienced significant political and public pressure.

But, Australia wide, we are seeing the many benefits that light rail is bringing to our economy and our communities.

In our recently launched Value of Rail Report, researched and authored by Deloitte Access Economics, light rail was highlighted as providing amenity improvements for communities. Aside from being a quieter option than other forms of road transport, light rail also helps reduce air pollution and improves the experience of individuals moving around their cities (Deloitte Access Economics, 2017). Light rail also creates more room for pedestrians and cyclists than buses and road alternatives allow for, given its dedicated lane arrangement and timetable predictability (Transport for NSW, 2012b).

Due to the number of individuals light rail carries, it stimulates the local economy, provides opportunities for investment along the corridor and increases the desirability of the area (Deloitte Access Economics, 2017). Light rail removes buses from the roads, limiting congestion, noise and pollution, all of which detract from public amenity

(Value of Rail Report, 2017). Furthermore, light rail provides job opportunities in the region, both direct and indirect.

Greater benefits will come in the future as rail makes advances in technology, automation and innovation, and we will also see changes emerge in passenger and community expectations. Hence, different challenges await us in the future. And so whilst light rail currently provides a means in which to transform our cities, rail will need to continue to actively transform itself, drawing on technology and improved efficiencies to modernise and improve our service offerings to our customers to cope with Australia’s growing population and the demands that this creates for transportation, connectivity and efficient movement in our cities. As an industry we will need to be adaptable to the change that awaits us, taking on innovative approaches to support passenger and community needs.

In five years’ time when we mark our tenth Light Rail Conference milestone, it will be interesting to see where this light rail renaissance has taken us.  References: Brown B, and Werner C 2009, Before and After a New Light Rail Stop, Journal of the American Planning Association, Vol.75, No.1.

Deloitte Access Economics 2017, Value of Rail, The Contribution of Rail in Australia, available at: https://ara.net.au/sites/ default/files/Vaule%20of%20Rail%20-%20Full%20Report_ ARA%20-%20Rail%20in%20Aus%20Eco%20Final.pdf Transport for NSW 2012b, Sydney’s light rail future – Expanding public transport, revitalising our city, available at: https:// www.transport.nsw.gov.au/sites/default/files/media/ documents/2017/sydneys-light-rail-future.pdf

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New light rail a game-changer for Sydney In 2010, 2.7 million trips were taken on light rail in Sydney. Ten years later, that figure could be 35 million. Oliver Probert reports.

“I

am proud to say we are the world’s leading provider of light rail solutions, operating 22 systems in nine different countries,” Brian Brennan told Rail Express.

Brennan is the managing director of Transdev Sydney, operator of the city’s existing Inner West Light Rail line, and the contracted operator for the under-construction CBD & South East Light Rail line. He told Rail Express that Transdev, a leading provider of multi-modal public transport around the world, believes the scale of the new project will change the way Sydneysiders see light rail.

“We’re already carrying close to 10 million passengers a year with the Inner West Light Rail line, which has grown rapidly – over 250% since 2009. With this in mind, every one of our team who works either on the network or behind the scenes are truly Journey Makers.” he said.

“I still see the light rail network in Sydney as a bit of a hidden transport gem. While customer satisfaction ratings continue to trend high and have been as high as 96%, the current localised operations running from Central Station to Dulwich Hill, mean a lot of Sydneysiders don’t get the opportunity to utilise that service.

“On the other hand with the CBD & South East Light Rail line, we would be carrying forecasts of up to 35 million customers, so it represents a significant expansion. It will also bring light rail right into the heart of the city. Going down George Street – it will transform the heart of Sydney’s CBD district.”

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What’s more, the new CBD line will operate at a four-minute frequency between 7am and 7pm, a service Brennan described as “exceptional”. “In some cities that would be equivalent to a metro service, not a light rail service.”

Brennan and his team draw local knowledge experience from projects around the globe – this being a key element attributed to Transdev’s light rail success. He previously led Dublin’s Luas light rail system from 2003, and his team boasts expertise drawn from light rail networks in Montpellier, Grenoble and Rouen in France, Barcelona and Hong Kong.

“We not only have our own personal experience, but we have group expertise on this project,” he said. “And we also have plenty of international experts we call on for guidance, if we happen to come across a particular issue that could arise in Sydney.”

Despite having responsibility for the operations side of the project, Brennan’s team has deployed its knowledge throughout construction of the CBD & South East Light Rail extension, advising on every stage of the route.

“One of the unique aspects of this project is the way the design approvals process has been done,” he explained. “The way the contract is structured, we have sign-off on all elements on the design, and we’re in daily contact with our construction partners on potential changes, opportunities for modifications, and that’s progressing really well.

“Transport for NSW mandated that level of

Transdev has helped the CBD & South East Light Rail construction team with station and pedestrian movement details. Graphic: Transport for NSW

dialogue, and it’s happening on a daily basis … and for a project like this, in my experience, that’s different. To have the opportunity to get in at a really early stage, and make changes that will ultimately influence the resulting customer experience, and indeed overall operational performance.

“When we open the new system, we’ll have the initial capacity to move up to 13,500 commuters per hour in peak times, which equates to 6,750 commuters in each direction.”

Brennan said he and his team have been instrumental in reviewing and addressing pedestrian flow, and the design of the 19 light rail stops along the route.

Another unique aspect of the contract, Brennan explained, is its length.

“We’re the operator for the Sydney Light Rail networks including the Dulwich Hill and CBD & South East lines until 2034, and that is one of the longest contracts, Transdev has worldwide,” he said.

“That gives us a great opportunity to invest both in our people, in technology, and to develop really efficient systems. Our decisions on this project are very easy, because we know we’re going to be here until 2034, so we can have really long-term strategic thinking as well as a longterm partnership with Transport for NSW. Moving customers along the new track will be a fleet of extra-long light rail vehicles. Each CONTINUES PAGE 6 

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will be comprised of two 33-metre Alstom Citadis X05 vehicles, coupled together to form a 67-metre vehicle.

While some have questioned the viability of long vehicles on a line with 55 intersections in just 12 kilometres, Brennan is confident.

“Fundamentally, it’s a real positive that you can move that large a volume of people very effectively, and it’s one of the concepts the [ALTRAC] consortium came up with, and I’d say it’s one of the winning elements of the consortium bid,” he said.

“I think it presents huge opportunities. We can move 450 people per coupled light rail vehicle – that is a huge amount of people to be moving along. Compare that to how many cars or even buses it would take to move that many people along Anzac Parade every four minutes.”

One of Transdev’s key goals is to secure priority right-of-way for the light rail vehicles along as much of the new route as possible.

“We’re looking at a system framework to ensure light rail vehicle priority at key intersections, and that dialogue is ongoing with the City of Sydney, Roads & Maritime Services and all the other key stakeholders,” Brennan explained.

“If you’re on the move and you stay on the move, and the vehicles move seamlessly through each intersection, then it’s no problem to have 30-odd extra metres behind you. It only takes a few more seconds to move through an intersection.”

The CBD & South East Light Rail presents more unique system elements, including a section of

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Transdev is already the operator of Sydney’s existing light rail line between Central station and Dulwich Hill.

track along George Street which will operate catenary free.

“The new line will simply be the latest continuous improvement step for Transdev, in a long history of light rail experience in Sydney,” Brennan said.

“We’ve been active in this space for some time,” he said. “We celebrated 20 years of light rail operations in Sydney last August and we’re really looking forward to the next part of our history.

To support our business growth, we’ve commenced recruiting our future Transdev team. Currently we have a staff base of about 100, but we’ll grow that by a further 120, and most of those will be full time jobs. We have set ourselves ambitious targets of attracting women and a younger workforce. At Transdev we consider ourselves to be a community moving communities and as a result to achieve our recruitment goals we are looking to engage with local communities to promote employment, and we have a very strong history with that.

“Transport is on an exciting cusp of change at the moment with technology rapidly pushing the boundaries on what’s possible, in addition to the investment being dedicated to new infrastructure projects. Working in transport you really do play an important part in how a city

comes to life. The CBD & South East Light Rail line will be a great example of that.”

“It is fantastic to see the level of initiative and investment being directed into light rail. If you compare Europe and the way light rail has developed there, it’s great to see the growth potential here in Sydney is not just stopping with the CBD & South East Light Rail project.

Parramatta is the NSW Government’s latest major infrastructure project announcement – with a plan for continuing development across two stages. We’re proud our consortium Great River City Light Rail – consisting of Transdev, Construcciones y Auxiliar de Ferrocarriles (CAF) and Laing O’Rourke – has been shortlisted to submit a formal proposal to Supply, Operate and Maintain Stage 1 of the Parramatta Light Rail project and we look forward to this next exciting phase of light rail expansion in Sydney.” 

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2018

Canberra

27-28 November

Rail – For a better future

CALL FOR PAPERS The AusRAIL 2018 Technical Papers Committee invites you to submit a 400-600 word abstract of a proposed paper in your area of expertise related to the railway sector.

The conference theme for 2018 will be “Rail – For a better future”.

All abstracts will be reviewed by the technical committee. Relevance, timeliness, and quality are the key factors in assessing proposed papers.

ABSTRACTS ARE DUE BY 9 MARCH 2018.

By submitting an abstract you are agreeing to comply with the conditions of the papers process and understand that if you miss key deadlines your paper will be removed from the program.

ABSTRACTS CAN BE SUBMITTED: – Online at www.ausrail.com/abstracts – By email at ausrail@informa.com.au

www.ausrail.com

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Rethinking the road:

How a multimodal approach can provide a better solution for everyone The interaction of a new light rail line with an existing roadway can create major headaches for pedestrians, commuters, cyclists and motorists alike. Oliver Probert spoke with Arup’s Claire Moore about a smart new way light rail developers can rethink road design.

“L

ight rail vehicles move lots of people, but they run on existing infrastructure,” Claire Moore explains.

“The problem is our roads are already at capacity, which is why we were looking at light rail as a solution in the first place.”

Moore is describing the paradox facing light rail developers in major cities around the globe: If the new vehicles will be sharing space with cars and trucks, can they possibly improve congestion? Or are they just going to make it worse?

The solution, Moore says, is not to focus how light rail can fit into the existing roadway, but to rethink the roadway altogether.

“We have to be willing to think about new, innovative road solutions, which benefit road users and have the benefit of improving the efficiency of the light rails that run on the road,” she explains.

“It’s a different way of looking at road design; thinking of roads as a multi-modal user corridor, rather than thinking ‘they’re just for cars, and by the way we’re going to put some light rail down there as well’.

“It’s about looking at it more holistically, to better understand how it can work for everyone. New road design solutions can be just as valid in light rail projects as they are in road projects.”

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Moore describes a new ‘suite’ of road intersections, popularised in Europe and North America and garnering increased attention in recent years in Australia. One she says could soon become the favourite among light rail developers is the Continuous Flow Intersection (CFI).

Arup is currently involved in a pair of CFI projects where road and light rail interact: one planned for the junction of Anzac Parade, Alison Road and Dacey Avenue in Sydney, and another – technically an ‘inverted CFI’ – currently under

The continuous flow intersection (CFI) proposed for Sydney’s Alexandria to Moore Park Connectivity Upgrade. Graphic: RMS NSW

construction at Hoddle Street in Melbourne.

Moore leads the team at Arup in charge of the Sydney project, which is known as the Alexandria to Moore Park Connectivity Upgrade.

The focus of the project is the intersection of Anzac Parade running north-south, Alison Road to the south-east, and Dacey Avenue to the west.

Already one of the busiest junctions in Sydney, the intersection is forecast to see a 50% growth in peak traffic volumes thanks to urban renewal projects in Alexandria and Waterloo, as well as the development of the WestConnex toll road.

On top of all that, the junction will soon include a pair of dual-track light rail lines. After heading through the city and past the Moore Park sports and entertainment precinct, the new Sydney CBD & South East light rail line will fork, with one spur heading down Alison Road, and another continuing along Anzac Parade into Kensington.

The intersection is designed to separate right-turning lanes of traffic ahead of the junction, so traffic in the opposite direction can continue to flow through while drivers are turning right. Graphic: RMS NSW

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LIGHT RAIL Given all these factors, Moore says it became clear to the team at Arup that a total rethink was required.

“A CFI is a solution that tries to simplify an intersection,” she explains. “If you think about a traditional four-way intersection, you have to stop the traffic going straight through, while you let the right turn movements happen.

“The CFI works by splitting the right turn movements out of the main intersection, and getting them to happen ahead of the main intersection.”

In the case of the Alexandria to Moore Park Connectivity Upgrade, right turn lanes will cross over to the ‘wrong’ side of the road, around 300 metres ahead of the intersection. The crossover will occur at grade (i.e. at ground level), and will be controlled by smaller sets of lights, which can be phased with the main intersection to reduce congestion.

Once right-turning traffic gets to the intersection, it is already on the correct side of the road to make its move – meaning traffic coming in the opposite direction can continue to flow through.

“Again, it’s a road project,” Moore explains.

“It’s at a big intersection with some existing traffic congestion problems. We’re looking at how we can maximise its design for road users, rail users, and pedestrians.”

The junction is expected to see 50% more traffic during peak times, along with light rail vehicle traffic from the Sydney CBD & South East project. Graphic: Arup

Comparing the existing intersection with the in-development CFI solution, Moore says overall waiting times could be reduced by a third for motorists, despite the addition of a light rail line.

“The whole capacity of the intersection improves, which means the light rail vehicles are also not waiting very long,” she says.

“The CFI improves the intersection for everyone, but it also – perhaps – improves it so much that you could give light rail priority

through the intersection,” she concludes.

“It can be done, but it’s difficult to do on an intersection where the road network is struggling so much. If your road network is performing better, you can afford to give priority back to light rail.”

Claire Moore is an Associate with Arup’s Highways team, and is the project manager for the Alexandria to Moore Park Connectivity Upgrade.

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ZURICH PERFECT TEST CASE FOR SOLVING MULTI-AGENCY CHALLENGE Intelligent transport systems specialist Trapeze Group was on show at AusRAIL 2017, promoting its suite of light rail and small rail operations solutions, which it says can help transport operators digitalise their networks, enhance efficiency, cut down on maintenance requirements, and improve customer experience.

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rapeze is a European multinational specialising in intelligent transport systems, IT support, and ticketing solutions and services.

The company’s transport control system (ITCS) combines an automatic vehicle location & control system (AVLC), centralised control centres, comprehensive radio and digital communications systems, and dynamic passenger information displays in vehicles and on platforms around the network.

Trapeze says its flagship product aims to provide the ‘glue’ to bind together the oftensprawling public transport systems seen in many of today’s modern cities.

One such city which has benefited from the Trapeze ITCS solution while also acting as something of a testing ground for the product’s development, is Zurich.

The largest city in Switzerland, Zurich has been using AVLC since 2007. With 1.4 million people residing in the Canton (district) of Zurich, locals have relied on public transport for decades.

The result is a 1,839 square kilometre region comprising over 40 transport companies.

Peter Flury is the head of the VBZ Control Centre, which manages trams, trolleybuses, buses, and a funicular within the city of Zurich.

He explained how a system like the Trapeze

Zurich’s wider transport system comprises 40 different operations companies. Photo: Trapeze

ITCS was necessary to avoid downtime on an incredibly complex network, by ensuring the region’s various transport systems can work in sync, while also maintaining constant communication with commuters.

“The general deterioration of the traffic situation, especially during the rush hours, plus the resulting need for an increasing amount of information, are demanding our full attention,” Flury said.

“The AVLC enables us to continuously register the current operating conditions, and thus also our level of service, and then to take the appropriate action. This includes, for instance, customer information, or interventions in ongoing operations.

“New operations control centres have been setup, and all the data comes from one single source. The launch has resulted in the standardisation of the equipment inside the vehicles, and at the displays at stops.

“Customers benefit from unified information installations such as real time announcement systems, protected transfers, displays at stops, and improved incident management.”

VBZ exercises a lead house function, meaning it heads a control system commission which combines all companies responsible for the market. In day-to-day operations, it ensures

centralised data gathering and distribution, Flury explained.

“The systems now in service fulfil our expectations,” he said. “They enable efficient operations management on the basis of data and voice communications, plus targeted incident management.”

Flury says the most important aspects of an ITCS for him are a high uptime, and consistent performance.

“The reliability and speed of voice and data radio communications is absolutely crucial,” he said. “This is the only way we can manage traffic well. For instance, the location data that’s determined must be trustworthy, and incorrect passenger information must be prevented.”

Flury said VBZ has benefited from close collaboration and direct access to Trapeze’s developers, helping iron out problems quickly. “We also expect a certain longevity and continuity of the systems, plus declining maintenance costs.

“Of course, in the future, we also want to benefit from the innovations and further developments of Trapeze. We would be glad, as we have proven in the past, to include our own know-how, to make our own contribution to further refining the systems.” 

The Trapeze ITCS in use at the VBC Control Centre in Zurich. Photos: Trapeze

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ADELAIDE TRAM EXTENSION PROJECT PROGRESSES The completion of initial tram network extension works in Adelaide allowed tram services between Victoria Square and the Entertainment Centre to resume in late January.

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racks were installed at the intersection of Pulteney Street and North Terrace, and a complex new tram junction at the intersection of North Terrace and King William Street was completed.

South Australian transport and infrastructure minister Stephen Mullighan explained the complex junction was required to facilitate the future development of three new tram networks, as part of the proposed AdeLINK tram program.

Under the program, the junction will eventually be part of a city loop around the CBD, a new route through Kent Town, and a new route to North Adelaide.

Mullighan said up to 250 workers had been at the work site over a 24-hour period during the junction’s construction.

“This project is also providing a great boost for hundreds of South Australian workers and more than 40 South Australian based companies, which show the state government is proudly putting local jobs first as we keep building South Australia,” Mullighan said.

“I’d like to thank tram passengers for their patience during this critical stage of the

extension project which has seen one of the most complex tram junctions in Australia constructed in a matter of weeks.”

More track was also laid at Gawler Place in January.

Other works to eventually be completed in this initial phase include overhead wire installation, the construction of tram stops, light pole installation, traffic signal modifications, and SAPN works to modify the lids of five existing

high voltage SAPN pits in four stages along North Terrace, between Frome Street and Gawler Place.

“When it’s complete this $80 million extension will deliver a multi-destination tram network to Adelaide for the first time in 60 years,” Mullighan said.

“It will also deliver the first stages of our new tram networks, around the CBD to the eastern suburbs and to North Adelaide, delivering a better public transport network for everyone.” 

Graphic: SA Government

Construction work underway in January.

Photo: SA Government

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A century late, Canberra gets its first tram

ACT chief minister Andrew Barr at the unveiling of the Canberra Metro light rail vehicle in January.

106 years after Walter Burley Griffin and Marion Mahony Griffin called for a tram network as part of their master plan for Canberra, the Australian capital has welcomed the arrival of its first light rail vehicle.

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he ACT Government unveiled the first light rail vehicle in January, after its arrival in the nation’s capital late last year.

The tram – or ‘light rail vehicle’ as the Canberra crew suggest it be called – was built in Spain by CAF, and is the first of 14 ordered as part of up the fleet for the first stage of Canberra Metro.

The 33-metre vehicle, which comes from CAF’s Urbos range, will carry up to 207 passengers along the 12-kilometre route being built from the fast-growing northern area of Gungahlin, through Dixon to the city’s centre.

It is understood around ten trams will operate during normal service on the first stage, keeping at least four in reserve for maintenance cycles.

More trams will be used during special events.

ACT Chief Minister Andrew Barr relished the opportunity to unveil the first tram to the media, saying every bit of progress made on Canberra Metro was vindication for his Government.

“Let’s be frank, there were many sceptics in the lead-up to procurement of this project,” Barr told the gathering at the vehicle unveiling, referencing the strong opposition to light rail from the ACT Liberals in the lead-up to the territory election in late 2016.

“We are meeting our election commitments to improve public transport in Canberra.

“Many people said I wouldn’t be standing 12

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here as chief minister, after the last election as a result of our advocacy for this project. It’s a strong sense of satisfaction, but we’ve still got a way to go. There’s a second stage of this project to work through, and there’s a lot more new investment coming for Canberra … light rail is at the centre of that.”

ACT transport minister Meegan Fitzharris said the vehicle’s arrival was “a really exciting moment in our city’s history”.

“I look forward to seeing the vehicle travel along the stage one corridor,” Fitzharris said. “I also thank those involved in the transportation of the LRV who ensured it was conducted in a safe and secure manner.”

Both of the ACT’s elected Greens MPs also attended the unveiling, with party leader Shane Rattenbury saying the vehicle’s arrival was “a real milestone in the development of Canberra’s new sustainable transport network,” and fellow Greens MP Caroline Le Couteur adding: “I can remember back in the 1990s, talking about light rail for Gungahlin, and it’s really great to see it finally happening”.  The light rail vehicle arriving in Canberra late last year.

Photo: Canberra Metro

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CANBERRA SUPPLIER HELPS CUT DOWN LIGHT RAIL CEMENT A glass fibre material originally developed by a New Zealand farmer is set to help the Canberra Metro construction team save big on their cement costs.

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ateen is a glass fibre material designed as an alternative to metal reinforcing bar. The inert nature of the material eliminates concerns over the thermal, electrical or magnetic interactions between the metal track structure and the reinforcement.

“The specifications for the track slab mean the loops have to sit at least 600mm above any steel,” senior project engineer Mark Larkan explained.

“Our track slab design is based on a continuously reinforced slab. From one end of the job to the other the reinforcement is continuous, so the only way we could have done it traditionally would have been to build a massive structure underneath the tracks.

“That’s obviously undesirable and not

economical, so that’s why we’ve gone with fibre glass as a steel reinforcement substitute.

“It means we can maintain the continuous reinforcement without having the conductivity and magnetic potential of the steel. It means we can now have the reinforcement directly under the loop rather than dealing with 600mm of mass concrete and then reinforcing.”

The material is also being used to help break the Canberra Metro into 180-metre lengths, for maintenance purposes.

“Every 180 metres we have a fibre glass bar to act as a break in the electrical potential in the job,” Larkan said. “If there ever is an issue we will know where to go rather than have to chase it along the length of the track slab.”

Mateen is manufactured in New Zealand

by Pultron Composites. Its Australian distributor, IRC Pty Ltd, is based in Canberra.

IRC director Ian Cumming says a major benefit of the product is its versatility.

“Technically the product we’re supplying is called glass fibre reinforced polymer,” Cumming explained.

“It sits as an inert part of the structure when it’s being built yet it reinforces the concrete and it does so without allowing any magnetic potential or any electrical conductivity potential. When it sits under the loops which detect the tram passing over it can’t be falsely signalled by perhaps a stray current, or an early reading of a current, or something like that.”

Mateen was developed 35 years ago by a farmer looking for alternative material for fence construction.

“He was looking for a different type of fencepost than the one he had for an electric fence,” Cumming explained. “He had a couple of hits and misses using fibre glass but in the end built a company based on that experience.”

Stage one of the Canberra Metro route will be 13 kilometres in length. 

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4TEL WINS NEWCASTLE LIGHT RAIL CONTRACTS Newcastle company 4Tel has won two contracts to deliver signals, controls and communications for the Newcastle Light Rail project.

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owner EDI awarded 4Tel the two contracts in late November.

4Tel managing director Derel Wust said the contracts leveraged off the company’s proven real-time control and information management solutions already used extensively in the Australian rail industry.

Wust said the project was a great opportunity for 4Tel to be a part of the construction of a completely new transport network in its own backyard.

“As a developer of future technologies, Newcastle will greatly benefit from having a local world-class solution that will also be suitable for export growth opportunities,” Wust said. “It is great to think we have provided our team an opportunity to be a part in revitalising their own city.”

4Tel will deliver its real-time control and information management solution to the Newcastle Light Rail project.

Graphic: Transport for NSW

4Tel opened its state-of-the-art headquarters at Warabrook, in Newcastle’s north-east, in 2016, at a ceremony officiated by state transport minister Andrew Constance.

“Now we are about to expand again,” Wust said, “providing more high-quality technical jobs to the Hunter region as we promised.”

Downer EDI is the managing contractor to build light rail in Newcastle on behalf of Transport for NSW. The 2.7-kilometre line will run from the new Newcastle Interchange at Wickham to Pacific Park in Newcastle’s east. The line will follow the old rail corridor for approximately one-

third of its route, before moving onto Hunter and Scott Streets.

The line will have capacity to transport 1,200 people per hour, Transport for NSW has said, thanks to a new fleet of CAF-built light rail vehicles.

The first tracks for the project were installed on Hunter Street at the end of 2017.

“It’s great to see the project taking shape as we head into the end of the year,” Constance said in December. “Construction is well and truly underway and we are looking forward to hitting more construction targets over coming weeks.” 

Work underway at the intersection of George and Hay Street. Photo: Transport for NSW.

SYDNEY LIGHT RAIL

CONSTRUCTION GETS GOING IN 2018 Further progress was made on the Sydney CBD & South East Light Rail project over the new year holiday period, with track installation at important street intersections completed and finishing and utility works soon to be finished at several zones across the network.

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t the intersection of George Street and Hay Street, more than 600 cubic metres of concrete was poured and over 250 metres of track was installed, with workers taking advantage of lower traffic volumes during the summer holiday period.

It is at this intersection that the CBD and South East Light Rail tracks will cross those of the Inner West Light Rail line. Two track turnouts – a diamond crossing and an H-crossing – will

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LIGHT RAIL | SPECIAL SUPPLEMENT

provide access to the new maintenance depot at Lilyfield for light rail vehicles travelling on the CBD & South East line, to gain access by enabling them to turn onto the Inner West line from George Street.

The remainder of the Inner West rail track to the east and west of the intersection was also reinstated, with poles and wires installation, storm water work, and road pavement and footpath works carried out.

A two-week closure of the intersection of George Street with Bridge Street and Grosvenor Street in early January enabled installation of the third rail that will power light rail vehicles in the north of the CBD, drainage work, smart pole preparations, electrical upgrades and pavement work.

At Randwick, roadside kerbing and pavement has been installed along the light rail corridor and 800 metres of new footpath adjacent to Randwick Racecourse is now in place.

Structural work for the underground substation at High Cross Park has also been completed, and service installation is currently being carried out, along with the construction of the geothermal cooling wells that will cool the substation.

The track base slab and the combined services route are now in place along Wansey Road, where track installation will be carried out over the coming months, while the final road alignment on Alison Road between Darley Road and Botany Street remains to be completed, along with the planting of new trees and landscaping works along the light rail corridor. 

ISSUE 1 2018 | RAIL EXPRESS

9/02/2018 8:28:33 AM

PRESENTING THE 18TH ANNUAL

RAIL INDUSTRY SAFETY AND STANDARDS BOARD

RISSB Rail Safety Conference 2018 May 2018

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