Rail Express Issue 2 - 2017

ISSUE 2 | 2017

SPECIAL SUPPLEMENT

FREIGHT RAIL

    

QUEENSLAND GOES TO WAR OVER CROSS RIVER RAIL AURIZON RUNS HUNTER SERVICE ON DISTRIBUTED POWER PLATFORM AND CONCOURSE MAKEOVER REINVIGORATES TOWN HALL STATION SIGNALLING BOSS CALLS FOR DIGITAL APPROACH SYDNEY’S NEW TRAMS ARRIVE

CONTENTS

ISSUE 2 | 2017

6

Editorial

NEWS 8 9 10 10 14 14

18

14 27

15

28

16 17

IA boss calls for brownfield focus Rio runs first unmanned train

Albo slams Coalition over IA policy

State, Fed at war over Cross River Rail

Aurizon strikes deal for Townsville site ATSB opens collision investigation

Western Sydney Airport rail line debate Aurizon runs distributed power service Metronet gets $1.34bn in funding

New contracts for Metro Trains, Yarra Trams

SIGNALLING & COMMUNICATIONS 18 20 20 22 26

Switchgear upgrade delivered for Sydney Trains ATC signalling included in WA Budget Grads to work on major projects Key role for AI in digital railway

New information screens for Yarra Trams

CIVIL ENGINEERING & CONSTRUCTION 30 32 33 30

32

34 35 36

Revitalisation adds years to Town Hall station 60m machine helping level crossing project EOIs sought for SA projects

Positive signs for infrastructure sector

Procurement begins for Parra Light Rail New escalators for Wynyard station

WORKFORCE & TRAINING 43 46 46

Research suggests new driver training technique Aurizon rejects foreign hire claims Unions, Queensland bicker

TENDERING 36

40

48 48 49

SPECIAL SUPPLEMENT

28 37 38 38 40

See centre pages

4

ISSUE 2 2017 | RAIL EXPRESS

XPT, XPLORER, Endeavour deal goes to market CRR early works begin

REGULAR FEATURES 27

FREIGHT RAIL

Bendigo manufacturer to build bogies for HCMT

42 49

Schaeffler to show off new tech at AusRAIL Industry turns up for NZ Rail Conference EIS released for Bankstown Metro work

Labor introduces Brisbane-Melbourne HSR bill Auckland hits passenger milestone

Vehicles arrive for Sydney’s new light rail G:Link stage 2 in place

MRA pioneers train loadout automation www.railexpress.com.au

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FROM THE EDITOR

Published by:

Oliver Probert Editor – Rail Express

Level 14, 309 Kent St, Sydney NSW 2000 Australia Tel: (02) 9994 8086

www.mohimedia.com n our second issue of Rail Express in 2017, we take a look at the cutting edge of this vast and important industry: Signalling & Communications. Around Australia, networks are getting busier, while the environments around them are moving faster, and becoming more complex every day. The job of keeping these networks safe, while also helping them be more efficient, makes this sector one of the most active in the field of research and development, and we take a look at some of the work on the table right now.

We also focus on the explosion of Civil Engineering & Construction taking place in just about every state and territory in Australia, and across the Tasman.

On page 30 we have a case study of some excellent work which has taken place in Sydney’s busy Town Hall station, aimed at improving the concourse and station areas for commuters, while also making maintenance work easier. On page 34 we take a look at the positive signs coming from the market, and on page 35, we profile one of the newest major pieces of work about to take place: Parramatta Light Rail.

Our supplement in this issue focuses on Freight Rail. With intermodal developments popping up around the region, and the wheels finally moving on Inland Rail, could the industry soon be taking a serious bite out of the road industry’s stranglehold over market share in key routes? We also look at heavy haul rail in the supplement, including ongoing developments in Queensland and Western Australia.

Of course no Rail Express would be complete without our regular coverage of news from all around the region; we cover recent battles between the Queensland Government and the Commonwealth, lots of news out of Infrastructure Australia, and plenty more.

Please enjoy reading this issue. I look forward to engaging with the industry ahead of our next issue, the AusRAIL PLUS special edition, and then we’re on to the event. 

I

Publisher Michael Mohi Tel: +61 (2) 9994 8086 Email: Michael.Mohi@mohimedia.com

Editor Oliver Probert Tel: +61 (0) 406 111 902 Email: Oliver.Probert@mohimedia.com

SIGNALLING & COMMUNICATIONS

Head of Marketing Daniel Macias Tel: +61 (0) 427 277 074 Email: Daniel.Macias@mohimedia.com

Head of Sales Patrick Roberts Tel: +61 (0) 450 928 798 Email: Patrick.Roberts@mohimedia.com

Sales Executive Margaret Shannon Tel: +61 (2) 9994 8086

Production Manager CIVIL ENGINEERING & CONSTRUCTION

Ronda McCallum Tel: +61 (0) 411 045 046 Email: Ronda.McCallum@mohimedia.com

Design and Layout Jo Fuller Designs Tel: +61 (0) 414 289 699 Email: jodesign@bigpond.net.au

www.RailExpress.com.au

FREIGHT RAIL SUPPLEMENT

The Publisher reserves the right to alter or omit any article or advertisement submitted and requires indemnity from the advertisers and contributors against damages or liabilities that may arise from material published. © Copyright 2017 – No part of this publication may be reproduced, stored in a retrieval system or transmitted in any means electronic, mechanical, photocopying, recording or otherwise without the permission of the publisher.

Printed by: Spotpress

6

ISSUE 2 2017 | RAIL EXPRESS

2017

Brisbane

21– 23 No v emb er

RAIL’S DIGITAL REVOLUTION

SPEAKERS INCLUDE:

Sir Terry Morgan CBE, Chairman, Crossrail UK

Dean Dalla Valle, CEO, 3DFLȴF 1DWLRQDO

The Hon. Anthony Albanese MP, Shadow Minister for Infrastructure, Transport, Cities and Regional Development, Shadow Minister for Tourism

Nick Easy, CEO, Queensland Rail

Gerhard Kress, Director Mobility Data Services, Siemens AG

Neil Scales OBE, Director-General, Department of Transport and Main Roads

Howard Collins OBE, Chief Executive, Sydney Trains

Alan Beacham, Executive General Manager Rail & Defence, UGL Michael Bailey, General Manager Railroad Operations, BHP

Priscilla Radice, Principal, Australasia Business Leader, Arup

Roy Cummins, CEO, Port of Brisbane

Stephen Troughton, Deputy Secretary Infrastructure and Services, 7UDQVSRUW IRU 16:

Emma Thomas, Director General, Transport Canberra

Bob Herbert AM, Chair, Australasian Railway Association

Michael Miller, CEO, Downer Rail

John Fullerton, CEO, Australian Rail Track Corporation

Deb Spring, Chair, Rail Industry Safety and Standards Board

Nicole Stoddart, Managing Director, Construction Services, ANZ, AECOM

Andrew Dudgeon, Managing Director, Bombardier

René Lalande, CEO, Transdev

Marion Terrill, Transport Program Director, Grattan Institute > > And many more

Loretta Lynch, Managing Director, Keolis Downer Gold Coast

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NEWS

NATIONAL

INFRASTRUCTURE AUSTRALIA BOSS CALLS FOR BROWNFIELD FOCUS INFRASTRUCTURE AUSTRALIA CHIEF EXECUTIVE OFFICER PHILIP DAVIES SAYS GOVERNMENTS ARE OFTEN TOO FOCUSED ON GREENFIELD PROJECTS, AND SHOULD DIRECT MORE FUNDING TO PROJECTS WHICH GET THE MOST OUT OF EXISTING ROADS AND RAILWAYS.

ddressing a Sydney delegation in August, IA boss Philip Davies suggested governments are too focused on new projects, at a time when many existing assets are primed for reinvigoration.

“The principle issue around maintaining our competitiveness is making sure we’re getting the most out of our existing infrastructure,” he said.

“Politically, this has never been that interesting. It’s much easier to cut a ribbon on a new railway, or a new road, and it’s much harder to get brownie points by making a railway more efficient.”

Davies said investments in signalling and technology should be a key focus. “I think it’s fair to say we’re probably a long way behind some other countries in the use of these,” he said.

“It’s critically important that we make the most of what we’ve got, and I think what will be very important will be having that difficult conversation with the voters, and the consumers of services.

“It’s really hard, though, because the politicians don’t like it particularly, and therefore the people in [the rail industry], who are doing great work identifying those opportunities, often find it very hard to get the funding to actually implement some of those great short-term investments with a really good payback.”

A

Alroe named new chair

Brisbane Airport boss Julieanne Alroe has been named the new chair of Infrastructure Australia, following the retirement of Mark Birrell. Alroe, a member of the IA board since June 2015, took over as the independent advisor’s chair in September.

Urban infrastructure minister Paul Fletcher announced the move on August 4, along with the appointments of former senior Telstra executive Deena Shiff, former senior Toll executive Andrew Ethell, former director-general of the

Infrastructure Australia boss Philip Davies has called for a renewed focus on improving the performance of existing infrastructure. Photo: Infrastructure Australia

Western Australian Department of Transport Reece Waldock, and former Evans & Peck executive Dr Peter Wood to the board.

“I am really pleased that the diverse experience of the new appointees – across telecommunications, trucking and logistics, state government transport delivery and consulting engineering – will complement the skills of the continuing board members,” Minister Fletcher said.

Peter Cornish, Colin Duffield, John ElliceFlint, Daniel Norton, and Gabrielle Trainor have been reappointed to the board, and Dianne Leeson and Nicole Lockwood will also continue as board members.

Birrell, Gerard Blood, Michael Carapiet and Peter Watson are all leaving the board.

“I want to thank Mark [Birrell] for his dedication and incredible service to Infrastructure Australia over the last nine years,” Alroe said.

(left) New Infrastructure Australia chair Julianne Alroe. Photo: University of Queensland. (right) Outgoing Infrastructure Australia chair Mark Birrell. Photo: Infrastructure Australia

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ISSUE 2 2017 | RAIL EXPRESS

Infrastructure Australia has called for submissions for its next Infrastructure Priority List.

“Under Mark’s stewardship, Infrastructure Australia has become a trusted advisor to governments, industry and business leaders around the country, with a strong policy voice and widely recognised mandate to lead reform.”

Alroe is the chief executive officer and managing director of Brisbane Airport Corporation. She has also held board positions with Tourism and Events Queensland, and is the president of the Queensland Futures Institute. Her previous board appointments also include chair of Airports Coordination Australia, and the Airports Council International Safety and Technical Standing Committee.  www.railexpress.com.au

Rio has invested millions over the last several years on its Mine of the Future program. Photo: RailGallery.com.au

WA

NEWS

RIO’S FIRST UNMANNED TRAIN A BIG STEP TOWARDS 360MTPA MINING GIANT RIO TINTO’S FIRST UNMANNED TRAIN AS PART OF ITS AUTOHAUL PROGRAM IS A MAJOR STEP TOWARDS ITS GOAL OF EXPORTING 360 MILLION TONNES OF IRON ORE PER ANNUM FROM ITS PILBARA MINE, RAIL AND PORT NETWORK.

he ASX-listed miner completed its first fully autonomous rail journey, with a nearly 100-kilometre pilot run taking place without a driver on board, late in September. The train travelled, unmanned, from Wombat Junction to Paraburdoo.

The journey followed ongoing partial use of the AutoHaul technology across the network, which saw around 32% of rail kilometres performed in autonomous mode – with drivers on board – on Rio’s networks in the first half of 2017.

Rio says the driverless train technology and its associated infrastructure now ‘enhances’ 80% of its production tonnes, with early benefits including reduced variability and increased speed, as well as reduced in-train forces benefiting maintenance costs.

Fully driverless trains will also save an extra hour per average cycle, Rio says, thanks to fewer train stoppages for driver changes.

“This successful pilot run puts us firmly on track to meet our goal of operating the world’s first fully-autonomous heavy haul, long distance rail network, which will unlock significant safety and productivity benefits for the business,” Rio’s iron ore boss Chris Salisbury said.

T

www.railexpress.com.au

“Gains from AutoHaul are already being realised … helping to reduce average cycle times. Rio Tinto is proud to be a leader in innovation and autonomous technology in the global mining industry which is delivering long-term competitive advantages as we build the mines of the future.”

Rio has invested millions over the last several years in its Mine of the Future program, which includes AutoHaul as one of its key projects. However, AutoHaul’s development has been slowed by technical issues.

Rio now believes it can fully commission AutoHaul by late 2018 – later than the miner had originally hoped.

Struggles during the commissioning of Rio’s driverless trains already cost it its target of 350 million tonnes of Pilbara production in 2016. Now the miner is on track for 330 million tonnes in 2017, and says the AutoHaul development should help it finally reach its long-term target of 360.

Also contributing to the 360mtpa target will be a ramp up in capacity from the Silvergrass mine, and other port and network upgrades.

Rio exports its iron ore from the Port of Dampier, which has publicly-listed trade figures, and Cape Lambert, which does not.

Based on the public figures, it can be roughly estimated that 130 million tonnes of Rio’s iron ore will be exported from Dampier in the 2017 calendar year, while around 200 million tonnes will be sent from Cape Lambert.

If the miner’s growth target of 360mtpa is spread evenly across the two sites, Dampier will be exporting around 142mtpa of Rio’s iron ore, while Cape Lambert will handle 218mtpa.

Demand could be down

Rio’s export push could come as global iron ore demand falls, however, after news out of China indicated the country could cut its steel production by as much as 7% in the next few years.

The price of iron ore dropped 12% in late September, after several North Chinese cities released action plans to tackle pollution, which targeted crackdowns on the concentrations of heavy industry within those cities.

It is believed the crackdowns could slice 7% off China’s demand for iron ore.  (below left) Graphs from a recent Rio Tinto slideshow. (below right) Figures are approximate.

RAIL EXPRESS | ISSUE 2 2017

9

NEWS

NATIONAL

ALBO SLAMS TURNBULL’S ‘VALUE CAPTURE CON’ SHADOW TRANSPORT AND INFRASTRUCTURE MINISTER ANTHONY ALBANESE SAYS PRIME MINISTER MALCOLM TURNBULL’S INFRASTRUCTURE AGENDA HAS BEEN “EXPOSED AS A CON”, AFTER INFRASTRUCTURE AUSTRALIA SAID IT DOESN’T TAKE VALUE CAPTURE INTO ACCOUNT DURING ITS PROJECT ASSESSMENTS.

lbanese jumped on a written answer to a Senate Budget Estimates Committee question in August, in which Infrastructure Australia informed it “does not take into account of funding sources, including value capture, in its economic evaluation of project business cases”.

Given Infrastructure Australia’s role is to assess projects worth over $100 million on behalf of the Federal Government, Albanese says the answer proves the Turnbull Government is not serious about value capture, and therefore is not serious about public transport.

“I have long suspected that Mr Turnbull’s endless talk about “innovative’’ financing arrangements such as value capture is a smokescreen for his cuts to infrastructure

A

NEWS

investment, particularly when it comes to public transport projects like Brisbane’s Cross River Rail Project,” the shadow minister said on August 25.

“This admission from Infrastructure Australia that they don’t take into account value capture confirms that the Government’s rhetoric is not matched by its actual processes.

“Even if a state provided a business case that did include proposals for value capture, it’s not relevant to Infrastructure Australia’s analysis.”

He said the news exposed Turnbull’s value capture rhetoric as “just a con to mask his political decision to support Tony Abbott’s cuts to funding for Brisbane’s Cross River Rail and other public transport projects around the country”. 

SUBMISSIONS OPENED

FOR NEXT IPL nfrastructure Australia has called for submissions to its 2018 Infrastructure Priority List (IPL) update, seeking input that identifies significant infrastructure problems and opportunities across the country.

The IPL provides a prioritised list of “nationally significant” infrastructure investments, thereby providing guidance and advice to government and industry. Investments that make in on to the list undergo an independent assessment by the Infrastructure Australia board and a process of prioritisation.

“We are keen for states and territories and other partners to submit initiatives that solve the most pressing infrastructure problems facing our nation,” IA boss Philip Davies said.

“The 2018 IPL will build on the current list, with new initiatives to reflect emerging infrastructure priorities across Australia, and updates to existing initiatives.

“We welcome submissions for all types of infrastructure, including programs of related works and programs for network optimisation.”

The submission period for the revised IPL will close on 27 October 2017. Publication of the list is expected to take place in February 2018. 

I

QLD

PALASZCZUK, TURNBULL GOVERNMENTS AT WAR OVER CROSS RIVER RAIL A SERIOUS WAR OF WORDS HAS ERUPTED OVER CROSS RIVER RAIL, AFTER THE PALASZCZUK GOVERNMENT IN QUEENSLAND PUSHED ON WITH THE BRISBANE PROJECT DESPITE A LACK OF CONFIDENCE FROM THE COMMONWEALTH.

he Queensland Government has formally begun the process of building Cross River Rail, and has trashed its existing agreement with the Commonwealth, as the battle over funding for the urban rail tunnel project continues.

Federal funding for Cross River Rail stalled after Malcolm Turnbull said he would wait for Infrastructure Australia approval for the project, and then Infrastructure Australia found the project did not meet its guidelines.

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Now Queensland’s deputy premier, and transport minister, Jackie Trad, says the state has run out of patience, cancelling its Memorandum of Understanding with the Federal Government over the $5.4 billion project.

“Comments last week by federal LNP Minister Paul Fletcher made it clear that the only way that the LNP will get on board with Cross River Rail is if we sell our assets,” Trad said in early September.

Artist’s impression of the planned Cross River Rail station at Boggo Road. Graphic: Queensland Government

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ISSUE 2 2017 | RAIL EXPRESS

“The Palaszczuk Government said we won’t sell Queensland’s income-generating assets and we are keeping that promise.

“Today, we are drawing a line in the sand and have written to Minister Fletcher to terminate the Memorandum of Understanding with the Commonwealth for the planning and development of Cross River Rail.”

The move came after federal urban infrastructure minister Darren Fletcher said Queensland’s reluctance to sell assets, and a desire to treat the Commonwealth as a piggybank, were to blame for a lack of progress on Cross River Rail.

Speaking at the Queensland Infrastructure Summit, Fletcher defended the Turnbull Government’s record on supporting the state with infrastructure funding – despite the negative narrative perpetuated by Queensland.

“We have committed over $14 billion to fund infrastructure projects in Queensland over eight years from 2013/14 to 2020/21, including $2.1 billion in the current financial year,” he said.

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NEWS

QLD

t FROM PAGE 10 – PALASZCZUK, TURNBULL ...

“Despite these commitments, it is common to hear the Palaszczuk Government complain that the Commonwealth isn’t contributing enough to Queensland infrastructure.”

State roads minister Mark Bailey has previously said Queensland projects tend to get an 80:20 funding split between state and federal funding, compared to a 50:50 split south of the border.

“Of course his argument failed to engage with the key difference between the NSW and Queensland Governments,” Fletcher argued. “Liberal governments in NSW did the hard work to win public support for a strategy of withdrawing public capital from state-owned infrastructure assets in ports and electricity … By contrast, the Queensland Labor Government cancelled well-developed plans, inherited from the previous Liberal National Party Government, to similarly withdraw public capital from electricity assets in that state …”

Before the 2015 Queensland election, then-premier Campbell Newman planned to privatise around $37 billion of electricity and port assets around the state, while Palaszczuk promised not to.

Palaszczuk claimed Labor’s victory at that election as a win for the anti-privatisation movement.

But while NSW was able to fund projects like WestConnex, Sydney Metro City & Southwest, and the Parramatta Light Rail project with its privatisation money, Queensland has been “unsurprisingly [left] struggling to fund significant infrastructure projects,” Fletcher said.

On top of this, Fletcher criticised Queensland’s senior ministers for not respecting the Commonwealth’s role in the infrastructure building process.

“Deputy Premier Jackie Trad … has consistently argued that the Commonwealth should fund [Cross River Rail], on the grounds that it is the Palaszczuk Government’s highest infrastructure priority,” the minister said.

“This kind of argument wrongly assumes the Commonwealth government has only one job when it comes to infrastructure policy: to act as a postbox, collecting taxpayers’ money and dividing it up between state and territory governments.

“If you are a Labor state premier or minister, naturally you regard it as a splendid idea that you get free money from Canberra, with virtually no strings attached, for infrastructure projects that you can claim the credit for.

“But as the Prime Minister has made clear on many occasions, the days of the Commonwealth simply being an ATM for the states is over.”

As for Cross River Rail, Fletcher reiterated the Turnbull Government will not fund $100 million-plus projects without Infrastructure Australia’s seal of approval.

“We are backing Infrastructure Australia in conducting rigorous assessments of projects – and Cross River Rail is a very good example,” he said. “After reviewing the business case, Infrastructure Australia recently announced 12

ISSUE 2 2017 | RAIL EXPRESS

Queensland transport minister Jackie Trad (left) and Premier Annastacia Palaszczuk (centre) are determined to progress Cross River Rail. Photo: Twitter / Jackie Trad

its findings: the cost of Cross River Rail would exceed its benefits.

“A key benefit claimed in the business case was travel time savings for Queenslanders, through a reduction in congestion on roads such as the M1 from the Gold Coast to Brisbane, because large numbers of people were expected to shift to commuting by rail as opposed to road.

“Underpinning the calculations were estimates of the numbers of people who would use the rail network once Cross River Rail was completed. Infrastructure Australia found that these estimates were overstated, based on growth rates previously achieved in Australia, including during times of high population and economic growth.”

Infrastructure Australia’s analysis also suggested Queensland Rail’s introduction of a new train signalling system would improve capacity, but would weaken the immediate case for building Cross River Rail in the process.

“The fundamental argument for Cross River Rail is that with finite capacity at the core of the rail network – because there is only one set of tracks crossing the Brisbane River – at some point a second rail crossing of the river will be needed,” he said.

“Infrastructure Australia’s key finding is that this point will not come for quite some years yet.”

Fletcher bristled at state transport minister Jackie Trad’s criticism of the Infrastructure Australia analysis, and her subsequent criticism of the Turnbull Government not wanting to fund infrastructure in Queensland.

“Ms Trad is no doubt annoyed that the project she has championed has not been recommended for Commonwealth funding at this stage,” the minister said.

“But the whole point of Infrastructure Australia is to assess projects in an independent, non-political manner—so that multi-billion dollar commitments of public money are not made based on the preferences of individual politicians, but instead on an objective analysis of the benefits a project will deliver compared to its likely costs.”

Trad has suggested the Federal Government was being driven to oppose the project by the opposing Queensland LNP, and its leader Tim Nicholls.

“It’s clear that the LNP, at all levels of government, don’t know how to deliver the infrastructure that Queensland needs without asset sales,” she said.

But Fletcher labelled her views as a “transparent political stunt”.

“It is perfectly clear that this is about positioning for the Queensland state election,” Fletcher said.

Infrastructure Australia boss Philip Davies contributed to the fray, defending the board’s negative assessment of the Queensland Government’s business case for Cross River Rail.

Davies said federal, state and territory, and local governments were all “on board” when they worked with Infrastructure Australia to develop the initial Infrastructure Priority List in 2015, but said attitudes change quickly when projects fail to qualify.

“When we have to assess projects that come in – mostly from state and territory governments – for Commonwealth funding, then suddenly we’re between the state treasurer, and the Commonwealth,” he reasoned.

“So inevitably there’s going to be some tension during that process, even though we make no funding decisions.”

Permanent head appointed

Meanwhile, Graeme Newton has been made the permanent CEO of the Cross River Rail Authority, following an international recruitment search.

Newton was the acting head of the Authority since mid-June, on secondment from Deloitte Australia. Newton has worked in a number of infrastructure leadership positions, including the role of director-general for the Department of Infrastructure and Planning and the coordinator-general under the State Department and Public Works Organisation Act 1971.

Jackie Trad said that Newton was an appropriate choice given his previous experience in the industry.

“Graeme Newton is an outstanding appointment – he has more than 25 years’ experience in the infrastructure sector and has delivered large-scale and complex infrastructure projects in both the public and private  sector,” Trad said.

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QLD

AURIZON STRIKES DEAL TO REDEVELOP TOWNSVILLE SITE QUEENSLAND-BASED OPERATOR AURIZON HAS ANNOUNCED A PARTNERSHIP WITH HONEYCOMBES PROPERTY GROUP TO REDEVELOP ITS TOWNSVILLE SOUTH YARDS SITE.

oneycombes secured the 19.3-hectare parcel of land beside the proposed new North Queensland Stadium in a deal announced in September.

Aurizon chief executive Andrew Harding said the deal was a natural extension of the successful redevelopment partnerships on other former rail yard sites, including the Townsville North Yard, and disused rail land at Mackay.

“Following our relocation and investment in a consolidated rail and freight facility in Stuart, we have worked hard to ensure that an experienced, local development partner can rejuvenate the site for the benefit of Townsville’s community,” Harding said.

“Aurizon has long been committed to ensuring that the former rail site supports the future development of the Townsville Stadium and contributes to economic development in the surrounding community.

“The initiative also reflects Aurizon’s commitment to assist with regional renewal in key operational areas for the company where Aurizon employees live and work.”

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NEWS

Image © Aurizon

The land parcel is the second-largest land holding within or adjoining Townsville’s Priority Development Area, after the Port of Townsville itself.

Honeycombes managing director Peter Honeycombe said the long term goal of the development would be to maximise its contribution to Townsville’s CBD. “The location of the site, in conjunction with the new North Queensland Stadium and the PDA, will ultimately be of significant benefit to the end users, particularly those working and living within Townsville’s city centre,” he said.

“It is an exciting time to be developing in Townsville. Our vision for South Yards includes a diverse mix of residential, retail, commercial and entertainment.” 

ATSB TO PROBE TRUCK-TRAIN COLLISION THE AUSTRALIAN TRANSPORT SAFETY BUREAU HAS OPENED AN INVESTIGATION INTO A FATAL COLLISION BETWEEN A TRUCK AND A TRAIN AT A LEVEL CROSSING IN YALBAROO, QUEENSLAND, ON AUGUST 29.

ccording to a report filing on the ATSB’s website, the incident took place at roughly 9.50am on August 29, 2017, at level crossing 5318 near Yalbaroo.

Aurizon freight train 8279, on its way to Townsville from Mackay, reportedly collided with the truck at the level crossing, fatally injuring the driver inside the vehicle.

The train driver was physically unhurt by the collision, according to the Bureau, and there was only minor damage to the train and fixed infrastructure.

The level crossing in question is controlled by passive warning/stop signs.

The ATSB expects to file a completed report

by May next year. 

A

NSW

DECISION COMING ON RAIL LINE TO WESTERN SYDNEY AIRPORT CLARIFICATION IS EXPECTED IN THE NEXT FEW MONTHS ON THE FEDERAL GOVERNMENT’S POSITION ON A RAIL LINE TO THE PLANNED WESTERN SYDNEY AIRPORT. URBAN INFRASTRUCTURE MINISTER PAUL FLETCHER ADDRESSED A PARRAMATTA GATHERING IN SEPTEMBER, SAYING RAIL WOULD BE A KEY PART OF THE FUTURE OF WESTERN SYDNEY AIRPORT.

Urban infrastructure minister Darren Fletcher. Photo: Darren Fletcher / Facebook

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Image: RailGallery.com.au

NEWS

ISSUE 2 2017 | RAIL EXPRESS

he key question, of course, is when.

Despite saying the airport will be built for a future rail development, the Turnbull Government has faced strong pressure from local representatives, the Labor Party, and the Greens, to ensure a rail line is operational from day one of the project.

The Government announced a $5.3 billion equity investment to build Sydney’s second major airport in the last Budget.

Fletcher said while the airport was still being developed to be “rail ready”, the Government is still looking into its options.

“We … recognise the role that rail will play in the long term development of the airport and Western Sydney,” he told the Parramatta conference.

“This is why the Turnbull Government and Berejiklian Government are jointly conducting a scoping study on the rail needs of Western Sydney and Western Sydney Airport.

“This work is asking the question: what is the right route, when should it be built, how much will it cost and how should it be funded?

“The study is close to completion and I anticipate the two governments will have more to say about its findings in coming months.” 

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NSW

NEWS Image: RailGallery.com.au

AURIZON RUNS FIRST DISTRIBUTED POWER SERVICE FROM MT ARTHUR GREATER EFFICIENCIES AND LONGER TRAINS ARE ON THE HORIZON FOR AURIZON IN THE HUNTER VALLEY, AFTER THE QUEENSLAND-BASED OPERATOR RAN ITS FIRST HUNTER COAL HAULAGE SERVICE USING DISTRIBUTED POWER IN SEPTEMBER.

he train left BHP’s Mt Arthur mine on September 11, and was unloaded at the Newcastle Coal Infrastructure Group export facility that evening.

Aurizon said the distributed power service was the result of strong collaboration across the coal supply chain, to ensure rail facilities, the mine, and the port could handle the newly-configured trains.

Aurizon’s NSW coal operations general manager Catherine Baxter said the company was the first to introduce distributed power

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into its coal heavy haul business.

“We are proud to partner with our foundation customer BHP to have the first of these trains enter operations,” Baxter said. “This proven technology will reduce in-train forces and ensure improved rollingstock reliability.”

Distributed power sees locomotives distributed along the train (i.e. between, or after, the wagons), to allow for better distribution of traction and braking forces, and the reduction of draft forces (tensile forces acting on the trains’ couplings).

The layout contrasts with the standard Hunter Valley revenue coal train, which is typically configured with two head-end locomotives followed by 88 coal wagons.

“The distributed power trains will now have one locomotive at the front of the train and another at the rear, or toward the rear, of the train,” Baxter explained.

“Preliminary simulation work predicted peak draft force reductions in the order of 40% and average fatigue damage reductions of approximately 55%, with trials supporting these results. This greatly improves our service reliability for our customer, and in time we will also work to increase our train lengths using the benefits of this technology.” 

RAIL EXPRESS | ISSUE 2 2017

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NEWS

WA

MCGOWAN COMMITS $1.34BN TO PERTH’S METRONET PROJECT NEW WA PREMIER MARK MCGOWAN FULFILLED A PRE-ELECTION PROMISE AT THIS YEAR’S BUDGET, ANNOUNCING PLANS TO SPEND BIG ON WA LABOR’S METRONET PLAN TO DEVELOP AND BUILD UPON PERTH’S URBAN RAIL NETWORK.

he Western Australian Government’s 2017/18 Budget has allocated $1.34 billion over the next four years for the Metronet project.

A major part of the project is the Forrestfield-Airport Link, which the government has allocated $406.5 million for 2017/18 and expects it to be complete in late 2020.

The Thornlie-Cockburn Link and the Yanchep Rail Extension are also seeing a large allocation of funds over the next four years – $423 million and $440.8 million respectively.

“We’re building Metronet and in the process delivering our election commitments,” Premier Mark McGowan said, as his Government handed down its first Budget.

“Metronet will be built by Western Australians, for Western Australians. It will create thousands of jobs and will deliver world-class public transport across Perth.”

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In what was no doubt a disappointing development for the McGowan Government, the Budget indicated the estimated cost for each of these projects has increased compared to pre-election forecasts.

“

IT WILL CREATE THOUSANDS OF JOBS AND WILL DELIVER WORLD-CLASS PUBLIC TRANSPORT ACROSS PERTH.

”

The Thornlie-Cockburn line is now expected to cost a total of $536 million (a $61 million increase), while the cost of the JoondalupYanchep line has risen to $520 million (a $134 million increase).

On top of funding for those projects, $22.1 million was allocated for planning and design work for the Morley-Ellenbrook Line and the Byford Rail Extension. $70 million more will go towards removing the Denny Avenue level crossing in Perth, and towards planning for level-crossing removals at Caledonian Avenue, Oats Street and Wharf Street. $28.2 million is heading for the Midland Station project, which will see the relocation of the existing station and an extension of the line to Bellevue. $101.3 million has been committed towards new stations and existing station upgrades, and includes funds for planning the new Karnup Station on the Mandurah Line, while $16.1 million has been allocated for a new multi-storey carpark at Mandurah Station.

State treasurer Ben Wyatt said the $1.34 billion Metronet commitment was a step towards realising the government’s election promises.

“In this budget, Metronet is funded predominantly from the reallocation of state and federal government funding from the now cancelled Perth Freight Link project,” the treasurer said.

“As promised, additional land sales and a new value-capture method will be used to offset the cost of Metronet, with $104.8 million of revenue expected over the forward estimates.” 

WA Labor committed $1.34 billion over the next four Budgets to its Metronet program. Graphic: WA Government.

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VIC

NEWS

STRICTER TERMS INCLUDED IN NEW MELBOURNE PASSENGER CONTRACTS NEW CONTRACTS HAVE BEEN AWARDED TO THE PRIVATE OPERATORS OF MELBOURNE’S TRAIN AND TRAM SERVICES, MANDATING HIGHER PERFORMANCE TARGETS AND ENFORCING TOUGHER PENALTIES FOR FAILURE TO MEET THEM.

he contracts, valued at approximately $7 billion, give Metro Melbourne Trains (partly owned by Hong Kong based MTR Corporation) and Yarra Trams (owned

by France-based Keolis Downer) operation over the city’s train and tram networks for the next 7 years, with provisions for the state government to extend the period by further 3 years.

Metro Trains and Keolis Downer took over from Connex and Transdev in 2009 and have been running the networks for the past 8 years.

The contracts will commence on November 30, when the old contracts expire.

The State Government is imposing steeper performance targets and harsher penalties for the two operators: trains will have to run on time 92% of the time per month (up from 88% in the previous agreement), while trams must run on time 82 per cent of the time per month (up from 77%).

Bans have also been placed on the practice of station skipping, which has often been used as a method of meeting punctuality standards.

Failure to meet monthly performance targets will cost Metro Trains $1.25 million (up from $1 million), while the penalty for Yarra Trams remains at $500,000.

“We are cracking down on those things that really frustrate passengers, whether it’s the bypassing of the City Loop, station skipping, short running,” state transport minister Jacinta Allan said. “[These are] much tougher penalties than what exists currently and we have to remember too that these tougher penalties are being judged against tougher performance requirements, so we have lifted the bar on both counts.”

Metro Trains will also face fines of up to $700,000 if a network failure stops more than half of services or delays them by 30 minutes within a two-hour period, while failure to meet maintenance requirements could lead to $10 million in fines.

The added penalties come after Metro Train was fined $1.2 million after the July 13 computer malfunction that forced a temporary shutdown of the Melbourne network at peak hour, causing 224 services to be cancelled, 378 to run late, and stranding tens of thousands of passengers on platforms for up to three hours.

Further details of the contacts include the inclusion of daily inspections and cleaning of trains, trams, stations and major tram stops, quarterly “mystery shopper” surveys assessing vehicle cleanliness, and restrictions on advertising (such as wrap-around tram ads).

“Passengers have said that they want cleaner trains and stations, more reliable services, more timely and accurate information,

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Image: RailGallery.com.au

less graffiti and scratching and that’s what these contracts will do,” Allan said.

The government also expects that 700 new jobs – 150 new train drivers, 270 passenger support staff, 90 maintenance workers – will

be created. There is, moreover, to be an increase maintenance and renewal budgets: Metro Trains’ will go up 32% to $330 million a year, while Yarra Trams’ will go up by 81% to $81.5 million a year.

“We’ve listened to passengers, staff and unions so that these new contracts hold MTM and KDR to account in delivering increased maintenance, better services and real-time information,” Allan said.

However, the Rail, Tram and Bus Union (RBTU), which would like to see transport back in public hands, wants greater scrutiny to be given to the contracts.

“The devil is always in the detail,” RTBU secretary Luba Grigorovitch was quoted by the ABC. The previous contract provided the two operators with the exclusive right to negotiate with the Victorian Government for a new deal before other businesses could bid.

“Without testing the market, without looking at other options and without sufficient transparency, there remains room for improvement and many questions to be answered,” Grigorovitch said. 

NZ

NEWS

AUCKLAND’S OLD DIESEL TRAINS SENT TO MOZAMBIQUE SOME OF AUCKLAND TRANSPORT’S OLD DIESEL TRAIN FLEET WILL GET A NEW LEASE ON LIFE, SET TO SERVE GROWING PASSENGER DEMAND IN THE MOZAMBIQUE CAPITAL, MAPUTO.

ight sets of engine units and carriages were recently shipped off to the African nation, which is one of the most underdeveloped countries in the world.

The old diesel-powered trains became surplus to requirements after Auckland rolled out its new electric train fleet in 2014, Auckland Transport’s general manager of metro operations Brendon Main said, before adding it was “great” the old trains would get a new life in a part of the world that needs them.

“By selling the trains it also reduces AT’s costs, as these have been stored in Mount Maunganui since the new electric trains began operating,” he added.

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“The diesel trains serviced Auckland well between 1994 and 2014. With the introduction of the new electric fleet, the diesel trains were retired from the network, except for the ones which currently operate between Papakura and Pukekohe.

“Since the city’s rail network was electrified we’ve seen incredible growth in patronage, we’re nearing 20 million rail trips a year.”

There are 104 SA/SD carriages and 6 SX carriages left in storage at Taumaranui, and AT has recently entered into conditional sales agreements for 31 of them. Main said there is also interest in the remaining 79 carriages.

The SA/SD carriages were built for British Rail in the early 1970s, and were exported to  New Zealand in the mid-90s.

RAIL EXPRESS | ISSUE 2 2017

17

SIGNALLING & COMMUNICATIONS

Author credit: Steven Trainer, Medium Voltage Marketing Manager, Energy Business, Schneider Electric

DELIVERING A CRITICAL SWITCHGEAR UPGRADE FOR SYDNEY TRAINS

IT HAS BECOME CLEAR THAT THE PRESSURE ON MANY CITIES’ AGING INFRASTRUCTURE IS ONLY GOING TO WORSEN AS POPULATIONS CONTINUE TO GROW, AND AS SUCH, THE CAPACITY OF A CITY TO TACKLE THE CHALLENGES OF UPGRADING OLD INFRASTRUCTURE WITH MINIMAL IMPACT ON A CITY’S SYSTEM WILL BE PARAMOUNT TO THEIR SUCCESS IN THE COMING YEARS.

en years ago, the world reached what was considered the first year in which the majority of the world’s population lived in its cities. The global urban population has only continued to grow ever since.

Ten years on, the term ‘smart cities’ has become increasingly common and its

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proliferation into the language of city planners, politicians and engineers around the world serves to highlight a universally shared understanding; that there is an urgent need to increase the operating efficiency of our cities in order to maintain a delicate functional balance in their increasingly bustling systems.

Central to these delicate systems are their public transport networks, upon which millions of daily commuters rely.

The significance of transport shutdowns on a city and its population cannot be understated. A recent New York Times article highlighted a 1981 study, conducted by the Federal Reserve Bank of New York, which looked at the economic costs of declining subway service. At the time, the report concluded that a five-minute increase in the average length of each ride to work for commuters would cost residents and employers in the city more than USD$166 million (approx.

AUD $218.2m) annually.

Locally, the government has recently announced a budget which will involve unprecedented expenditure on transport infrastructure, signalling a growing urgency in Australia to improve travel in and around our cities. This sense of urgency is shared by Sydney Trains, the operators of Australia’s busiest urban rail network.

Serving more than one million commuters every weekday, Sydney Trains aims to operate quick, frequent and reliable trains in the greater Sydney suburban area. In addition, it operates and maintains the metropolitan rail network and provides maintenance services to NSW trains.

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SIGNALLING & COMMUNICATIONS

The Sydney Trains network has to cope with a population which is expected to grow by another million people in the next decade. Photo: RailGallery.com.au

The safe, reliable and efficient running of the Sydney trains network is essential to keeping Sydney-siders on the move, reducing traffic congestion and supporting a cleaner, greener city. However, with an aging network and demand on the rise, Sydney Trains needed to ensure its networks were fit for the future. This included its critical electrical equipment.

Crucial to the safe running of the Sydney Trains’ electrical network, and subsequently their rail network, is switchgear – the technology responsible for de-energising electrical equipment to ensure safe maintenance to be undertaken.

Following a recent review, Sydney Trains determined that the switchgear housed in its 11k Redfern Substation, the nerve centre of the network, needed an upgrade. The substation was built in the 1970’s and comprised 11,000 volt Brown Boveri RGB12 Switches & Fuses switches. In layman’s terms, the Redfern Substation was running on ageing equipment.

With Sydney’s population set to grow by one million over the next ten years, Sydney Trains knew they would need to upgrade this critical switchgear to future proof the Sydney Trains network.

Upgrading a train network with switchgear is no easy feat. For one, The Redfern Substation, which employed the equipment now in need of replacement, had limited space available for upgrades, meaning a new solution would need to be compact.

To further complicate the upgrade, the location of the switch room was directly above a platform at a critical station on the Sydney Trains Network, meaning any work would impact the schedule of regular commuter trains. In order to minimise this, it was decided that any solution needed to be put in place within a three-day period, making the already difficult logistics for an upgrade, even more challenging.

To minimise disruptions to the high volume of commuters that board and alight at Redfern Station, the team at Schneider Electric worked to install a new generation of switchgear technology that would be both compact and robust futureproof the network as required.

The solution, called PremSet, leverages a plug and play interface, made possible by its unique Harting connector and plug. This interface is capable of facilitating several wirings connected to a single plug, to minimise the time needed on-site for technicians to connect the individual operation wiring from panels to the freestanding control panel.

Further to this, to ensure installation within the tight timeframe, all testing and commissioning had to be achieved over one weekend.

To succeed, much of this testing was completed in an off-site factory, with only critical testing done on site.

Beyond the feat of its initial efficient installation, the efficiency benefits of this upgrade will be felt by Sydney siders for years to come.

The new system is capable of greater operational flexibility, with staff able to remotely manage the network and isolate issues. Not only will this save worker time, but also lead to fewer maintenance requirements, and subsequently a lowering of the ongoing operating costs to the network.

Above all, Sydney’s commuters, visitors and dwellers will be able to enjoy safe, swift and sustainable journeys across Sydney’s city centre  for many years to come. www.railexpress.com.au

RAIL EXPRESS | ISSUE 2 2017

19

SIGNALLING & COMMUNICATIONS

WA BUDGET FUND PLANNING FOR NEW ATC SIGNALLING SYSTEMS FOR PERTH NETWORK THE MCGOWAN GOVERNMENT’S LATEST WESTERN AUSTRALIAN BUDGET ANNOUNCEMENT INCLUDED FUNDS TO PLAN NEW SIGNALLING SYSTEMS ON PERTH’S TRAIN NETWORK. ver the next two years, $7.4 million will go towards planning for the automatic train control (ATC) system, which will eventually replace the existing Transperth signalling system.

“Rather than a piecemeal approach of repairing or augmenting old infrastructure, we're going on the front foot and planning for the future,” WA’s transport minister Rita Saffioti said.

“Investing in ATC technology will bring Perth's rail public transport in line with global best practice for city railways.”

According to the Government, the ATC uses “state-of-the-art” technology that will enable more frequent services from more trains (an increase of up to 150%) on the lines, allowing the network to meet the expected increase in passenger demand over the next 15 years.

“As new Metronet rail projects come online, ATC will enable the network to handle the extra train movements,” Saffioti said.

“It's yet another way we're making WA's world-class public transport network even better.”

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Automatic train control will help Perth’s urban rail network cope with extra train movements, as new stages of Metronet come online, the Government says. Photo: RailGallery.com.au

ATC systems enable trains to operate automatically (with or without driver supervision), and to safely follow each other at shorter intervals, thus enabling more services on a network.

Several networks in Southeast Asia already use such systems, and Sydney Metro Northwest will be the first passenger network in Australia to use the technology. 

SIGNALLING ENGINEERING GRADUATES TO WORK ON MAJOR RAIL PROJECTS THE VICTORIAN GOVERNMENT HAS TEAMED UP WITH THE RAIL INDUSTRY TO PROVIDE ENGINEERING GRADUATES AN OPPORTUNITY TO BE INVOLVED IN THE STATE’S BIGGEST RAIL DEVELOPMENTS.

he Rail Signalling Engineer Cadet Program is to provide engineering graduates and qualified graduates a three-year paid position and work experience.

As part of the program, a Graduate Certificate and a Graduate Diploma of Railway Signalling Systems are also being offered at the Newport Rail Academy.

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The courses were developed over the last six months by the government in partnership with rail industry operators and organisations including Metro, V/Line, United Group Limited, Aurecon Group, and Siemens Limited, along with accreditation guidance from Box Hill Institute.

The newly recruited cadets will receive on-the-job training working on the Metro Tunnel Project and the Level Crossing Removal Project. Victorian Premier Daniel Andrews and public transport minister Jacinta Allan recently met with the first intake of signalling cadets at the Newport Rail Academy.

“We’re using our big public transport projects to build the jobs of the future – right here in Victoria,” public transport minister Jacinta Allan said.

“We’re giving Victorians the skills, opportunities and experience they need, while we deliver the major transport projects passengers need.”  The new courses have been developed in partnership with Melbourne Metro, V/Line and other industry members. Photo: RailGallery.com.au

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Protecting People and Assets

UPCOMING EVENTS

VISIT STAND 285 Come to our stand to see our latest developments in 4Tel’s HORUS Advanced Driver Advisory System and control system integrated track-work protection smart phone app.

We will be showing our latest Artificial Intelligence and Deep Learning research, and the ETW Electronic Track Work Application.

SPECIAL PRESENTATION

DAY 2

Wednesday 22 November 2017

4:30pm

Digital track work authorities for staff working on the track Presented by:

Graham Hjort General Manager of Control Systems 4Tel

Ben Hope Manager Network Operations John Holland Country Regional Network

4Tel for all your digital railway solutions

Now operating in: Australia | Kenya | Chile

CONTACT: +61(0) 2 4923 4100 EMAIL: enquiries@4tel.com.au

www.4tel.com.au

SIGNALLING & COMMUNICATIONS

NEWS

4Tel’s system aims to use artificial intelligence to analyse the rail corridor using an on-board computer. Graphic: 4Tel

AI COULD HELP TRULY DIGITISE RAILWAYS ONE OF AUSTRALIA’S LEADING RAIL TECHNOLOGY EXECUTIVES BELIEVES ARTIFICIAL INTELLIGENCE CAN PROVIDE THE KEY STEP TOWARDS A TRULY DIGITAL RAILWAY OPERATION. Tel managing director Derel Wust says the focus far too often in the signalling and communications space, is on how to improve existing technologies using digital technology.

He believes the industry instead needs to re-think how it approaches its technology, from the ground up, with digital capabilities in mind.

4Tel recently presented a technical paper at the International Heavy Haul conference in South Africa, and introduced some of its early thinking on artificial intelligence and machine learning.

The Newcastle-based company’s technology utilises a camera at the front of the train, which monitors the upcoming rail corridor, examining it for unique or irregular objects and patterns.

“But it’s not remoting the camera back to a train controller, or similar,” Wust told Rail Express. “It’s actually using the computer on the train to process the imagery in real time, like an autonomous car, or an autonomous truck would.”

Despite his excitement over the potential of artificial intelligence on railways, Wust, whose business is working with the robotics laboratory at the University of Newcastle, says there is still a long way to go before fully autonomous trains become a reality on Australia's busy freight and passenger networks.

“I think in the early days, the low-hanging fruit is to do the boring things more effectively; not all the top-level things, like replacing drivers. That’s what the media likes to focus on, but the reality is just verifying where the train is, how it’s operating, if it’s within its authority limits – and so on – can be done by machines quite well.”

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4Tel’s artificial intelligence work is still in the research phase, but Wust believes the company is in a great position to develop it.

“The rail industry is really struggling with what is a digital railway,” he said.

“Many railways are coming from a heritage of 100 years of coloured light signalling, and that knowledge base. So, when they consider digital technology, there’s a tendency to digitise analogue concepts. They’re digitising things that they understand, but true digital technologies, like we have in society these days, actually work differently.

“

“Compare that to, say, your banking app on your smart phone,” he explained. “If you’re halfway through a transaction, and you drop your phone and it breaks, have you lost your money? No. Because the process is protected by a modern, digital network, and your money is safe.

“Until a transaction is interlocked – if I can use a railway term – into the central software, nothing has changed.”

Much like a modern banking app, truly digital railway systems should be able to communicate back to the control centre, but

IT’S ACTUALLY USING THE COMPUTER ON THE TRAIN TO PROCESS THE IMAGERY IN REAL TIME, LIKE AN AUTONOMOUS CAR, OR AN AUTONOMOUS TRUCK WOULD.

“We’re used to outcomes where we have the old infrastructure, which has now been overlayed with new infrastructure,” he continued, “which is just messy, doubles your cost, doubles your complexity, and doesn’t actually get to an efficient outcome.

“If you just let go off that, you can actually build a digital process that works differently.”

Wust says one clear example of this is in systems that require a train to communicate with a control centre to work properly, meaning there is a level of ‘vital communications’ required throughout the network for these processes to take place, and for safety to be assured.

”

should not rely on that communication to deliver a safe result, Wust argues.

“Communications failure won’t disrupt the network, or the device,” he said. “What happens is those sorts of failures become efficiency issues … but they don’t actually lose you money, and they don’t lose you safety.”

Wust said 4Tel is in the position to develop this technology because it is one of the leading digital railway firms in Australia.

“We’re Australian-owned and we work with Australian universities and their intellectual property base,” he said. “And we’re quite  competitive in our thinking.”

Contact: enquiries@4Tel.com.au

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Simple access to the information you need.

Experience the future: AusRail PLUS | Stand 252 21-23 November | Brisbane

We make it simpler for our customers to run, protect, manage and monitor their operational network.

Best-in-class solutions: WHEEL DETECTION

AXLE COUNTING

TRACKING

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Conference & Exhibition

21-23 November

Image: RailGallery.com.au

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DID YOU KNOW: 81.7% of people decide what stands they're visiting before they arrive at a trade show. *Smart Insights, June 2009

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ISSUE 2 | 2017

2017

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AURIZON RUNS HUNTER SERVICE ON DISTRIBUTED POWER

SYDNEY METRO ROLLS ON

PLATFORM AND CONCOURSE MAKEOVER REINVIGORATES TOWN HALL STATION

INDUSTRY PRAISES INLAND RAIL DEVELOPMENTS

The Rail Manufacturing CRC’s Rail Innovation Gateway is now open for project proposals from businesses working in the rail industry or with the potential to do so.

KIWIRAIL BOSS TALKS KAIKOURA RECOVERY

The Centre will fund up to $1,000,000 per project, which is to be matched dollar-for-dollar by the business.

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SIGNALLING & COMMUNICATIONS

NEWS The tram’s new passenger information system.

Photo: Yarra Trams.

NEW INFORMATION SCREENS FOR YARRA TRAMS A TRIAL OF NEW “ENHANCED” PASSENGER INFORMATION SCREENS HAS COMMENCED ON ONE OF YARRA TRAMS’ C1-CLASS VEHICLES. he tram has been fitted with a Vehicle Information System (VPIS), which is comprised of four dual LCD screens and automated audio. The VPIS systems have already been installed on E, D, B2, and A-Class trams in the Yarra Trams fleet.

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Emilie van de Graaff, director of passenger and network innovation at Yarra Trams, said the system provided more information to passengers and would improve travel for those with hearing and vision impairments.

“About 87% of our passengers said they were likely to refer to on-board information screens,” van de Graff said. “While we introduce these improvements for passengers with accessibility needs, we know all passengers appreciate on-board information, in particular those who are new to using our network, whether they be visitors or Melburnians getting on board for the first time.”

During the trial, the LCD screens will provide information regarding the tram destination, the next three stops, along with notifications regarding the Free Tram Zone and accessible stops. Information relating to planned service disruptions will also be tested during the trial.

If deemed successful, the VPIS will be installed on all of Yarra Trams 36 C1-Class trams, with roll-out planned to start in late 2017.

The trial tram (number 3028) runs on Route 48 and Route 109, and Yarra Trams is encouraging passengers to provide feedback about the new system. The feedback will reportedly be used to help improve the design and content of the VPIS. 

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BEARINGS

SCHAEFFLER TO SHOW OFF HIGH CAPACITY BEARINGS, MORE AT AUSRAIL MANUFACTURER SCHAEFFLER HAS TOLD RAIL EXPRESS ABOUT WHAT IT WILL SHOWCASE AT THIS YEAR’S AUSRAIL PLUS EXHIBITION IN BRISBANE.

chaeffler Australia and its Bearing Engineering Service (BES) division will exhibit three key elements of its rail technology suite at its stand, with Schaeffler Australia’s Enzo Cavalli saying the display would be relevant to passenger, freight, transport, mining and other resources and bulk handling professionals.

Technologies will include the FAG high capacity TAROL (class K) tapered roller bearing, bearing reconditioning services and hybrid and insulated bearings.

“Schaeffler’s overall system understanding means that we can provide solutions that have been designed with a complete knowledge of their eventual application,” Cavalli, Schaeffler Australia’s manager for railway and reconditioning said.

Cavalli said the TAROL Class K tapered roller bearings were ideally suited to freight and heavy rail applications, and are currently undergoing a major field trial in Australia.

Made from proprietary steel, the bearings achieve a 30% increased load rating compared

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to other Class K bearings, the manufacturer says.

“To help rail operators immediately achieve significant gains in the operating life of their fleets and to substantially lower their total cost of ownership, existing AAR Class K journals can easily be replaced with Schaeffler’s new TAROL Class K package bearing units,” a spokesperson added.

Schaeffler says it will also showcase its bearing reconditioning capabilities at the rail event. BES, which recently celebrated its 25th year, offers local assessment and repair of both railway and industrial bearings used in a wide range of applications.

Finally, Cavalli says, the company will also use the exhibition to promote its hybrid bearings with ceramic rolling elements, and insulated bearings, which feature inner and outer rings with a cermic coating.

Both unique bearing types are designed to lower centrifugal forces and friction, to reduce heat generation and improve lubricant life.

Schaeffler’s insulated bearing.

Photo: Schaeffler Australia

“Both innovations help to prevent or eliminate current passage,” Cavalli outlined “Hybrid bearings incorporating ceramic rolling elements offer extreme protection against the passage of current.

“Alternatively, bearings with a ceramic coating on the inner or outer ring offer a cost-effective solution for helping to prevent damage commonly encountered over Australian rail networks extending from light rail and passenger through to heavy rail used extensively in the mining and logistics  industries.”

Contact: www.schaeffler.com.au

(above) Schaeffler’s highcapacity TAROL Class K tapered roller bearing.

Photo: Schaeffler Australia (left) Several Schaeffler technologies are included in this example rail wheelset.

Graphic: Schaeffler Australia

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OUT & ABOUT

NZ RAIL HIGHLIGHTS KEY CHALLENGES AND OPPORTUNITIES ACROSS THE TASMAN THE AUSTRALASIAN RAILWAY ASSOCIATION’S NEW ZEALAND RAIL 2017 CONFERENCE WAS HELD IN AUCKLAND EARLIER THIS YEAR, WITH A CENTRAL THEME OF HOW RAIL CAN ENABLE NEW ZEALAND’S GROWTH AND RESILIENCE.

s the country’s industry focuses its attention on building an integrated transport network, the meeting of minds provided a key opportunity for participants to explore key challenges and opportunities facing the rail industry in New Zealand.

The event was concluded with a site tour of CAF’s Wiri Maintenance and Stabling Depot, where 57 of the Auckland Transport network’s EMUs have been maintained since the site  was inaugurated in 2013.

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OUT & ABOUT Photos: Australasian Railway Association, Informa Australia

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INDUSTRY NEWS

CIVIL ENGINEERING & CONSTRUCTION

TOWN HALL UPGRADE BREATHES NEW LIFE INTO CENTURY-OLD INFRASTRUCTURE DEGNAN CONSTRUCTION’S JOHN DENNES AND BEN DALY SPOKE WITH OLIVER PROBERT ABOUT THE MAJOR OVERHAUL OF PLATFORMS AND CONCOURSE AREAS AT TOWN HALL STATION FOR SYDNEY TRAINS. he staged upgrade of Town Hall station in the heart of the Sydney CBD is expected to add decades to the life of the existing infrastructure.

Taking place over the last 3 years, the upgrade includes wall and floor tiling, major services upgrades, new passenger information systems and creating open and free-flowing commuter areas.

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The Town Hall Modernisation project was administered by Sydney Trains as the asset owner and was delivered through a series of contracts.

Degnan, a family owned Australian construction company established in 1979, was awarded several of the Town Hall contracts, working with Sydney Trains and a number of sub-contractors to deliver the much-needed overhaul.

“We have our own in-house labour who have worked on the job, but most of the work is sub-contracted out,” Degnan senior contracts manager John Dennes explained to Rail Express.

“For example, we have one sub-contractor looking after all electrical disciplines including general electrical and power, public address, communications, security and passenger information systems, and so on, whilst co-ordinating Sydney Trains nominated contractors for the Ad-shells and CCTV system.”

The work started with the modernisation of the station platforms three years ago.

“The platform works involved a complete refresh with re-tiling and painting all walls, floors and stairs. Once we had completed that portion, we were successful in being awarded the next stage which included the upgrade of the paid and unpaid concourse,” Degnan projects director Ben Daly detailed.

(top of page) The retiling of the walls along Town Hall’s platforms was the first major contract awarded to Degnan for the station overhaul. Photo: Luke Thurlby (left) The project included upgrades to the walls, columns, and structural glass in the concourse area.

Photo: Luke Thurlby

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CIVIL ENGINEERING & CONSTRUCTION

INDUSTRY NEWS (left) The station concourse’s ‘spaghetti’ of wiring and cables was re-organised into multi-service units for better operations and ease of access for maintenance crews. Photo: Degnan Construction (bottom of page) The most recent major contract awarded to Degnan covers the replacement of two wooden escalators connecting to Town Hall’s platforms. Photo: Luke Thurlby

“All the walls and columns around the concourse area were re-tiled, and then we assisted in the detail design and installation of the structural glass façade with new emergency exit doors, providing a much brighter and lighter area, and improving the emergency egress paths.

“This stage also included major structural works to declutter and open up the areas above the escalators to give a more spacious impression in the escalator voids.”

The third stage of the process saw Degnan tender and be awarded a major refurbishment of the concourse level.

“This stage included re-tiling the entire concourse floor, followed by de-cluttering all the existing mechanical, fire, hydraulics, electrical and CCTV cabling,” Dennes said.

A plantroom was constructed to house the new air conditioning and ventilation system, together with new communications and station services rooms. Degnan then commenced the complex installation of entirely new station services including electrical, fire sprinkler, communications, public address and security as well as wayfinding, passenger information and ticketing services.

“We also carried out structural repairs to the aging structure of the soffit to provide a longer design life,” Dennes continued.

“We had to relocate and maintain the existing services during the work before the new systems were installed and brought online. This meant that careful planning was paramount to the success of transforming the space. The new services in the paid concourse have been installed into multi-service units (basically extruded aluminium shells) that run down the paid concourse, giving an open feel, which harkens back to the original 1920s design.”

The concourse was then fitted out with new architectural finishes including a floating baffle

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ceiling around the perimeter, with the aim of creating a fresh atmosphere to the station.

Timeframes – long and short term – presented the biggest challenge in delivering the scope of works.

“The project has required all stakeholders from Sydney Trains, to the design consultants, the Degnan project team and the subcontractors to collaborate and communicate daily to achieve the desired timeframes,” Daly said.

The whole team worked together and agreed on the critical design developments and construction processes to maintain progress.

Having the design and consultation going on during the daytime, but work going on at night, meant this communication was even more crucial.

“Every day, everything needed to be operational, and everything was carried out at night time,” Daly explained.

“The consultant team worked during the day developing the design, this would then have to be explained to the night construction team to enable works to run smoothly.

“So, there was a very challenging overlap between the day team and the night team, to communicate the direction, and design development.”

Degnan has worked elsewhere in the passenger rail space, delivering station upgrades at Bankstown, Homebush, Albury, Circular Quay, Bowral, and Helensburgh.

It built a stabling yard for 20 eight-car trains at Enfield, and has also delivered electrical substations throughout NSW. The company is also taking part in a number of elevator and escalator replacements and refurbishments across the network.

One of these makes up a final piece of the Town Hall upgrade: the replacement of the station’s two remaining wooden escalators – the last of their kind in Australia, since four were just replaced at Wynyard.

Installed during the 1950s, ‘Town Hall Timber Escalators No. 1 and 2’ were some of the last operational timber escalators in the Southern Hemisphere. Due to their safety risk to customers and guide dogs, they were deemed non-compliant by today’s standards and are being replaced with the latest  escalator technology.

Contact: www.degnan.com.au

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INDUSTRY NEWS

CIVIL ENGINEERING & CONSTRUCTION

The straddle carrier in operation at Murrumbeena.

Photos: Level Crossing Removal Authority

60-METRE CARRIER HELPING BUILD NEW ELEVATED LINE FOR MELBOURNE VICTORIA’S LEVEL CROSSING REMOVAL AUTHORITY IS USING AN INNOVATIVE APPROACH TO CONSTRUCT THE ELEVATED RAIL LINE BETWEEN GRANGE ROAD, CAULFIELD, AND POATH ROAD, HUGHESDALE. ue to the narrow rail corridor along the stretch, a 60-metre wheeled carrier is being used in the effort to erect the new elevated rail line in Melbourne’s south-east, which is enabling the removal of nine level crossings between Caulfield and Dandenong.

The ‘straddle carrier’ has been designed to build the new track along the 3.2-kilometre

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section between Carnegie and Hughesdale, in an Australian first.

The huge machine picks up beams from the Murrumbeena assembly area and carries them along the line, planting the beams upon columns.

Two gantry cranes, 30 metres high and 40 metres wide, are assembling concrete segments into horizontal spans of up to

40 metres, and also do all the heavy lifting to get these spans onto the elevated rail deck.

The gantry cranes move backwards and forwards on purpose-built tracks, running parallel to the existing train tracks, allowing the operation to take place within a confined area.

Each gantry crane can handle up to 230 tonnes.

“We’re using cutting-edge, Australian-first technology to build this massive project with the least possible disruption to drivers, passengers and the local community,” transport minister Jacinta Allan said.

According to the government, using the carrier eliminates both the need to cancel train services and for the compulsory acquisition of property.

“This high-tech machine will build the new rail line while trains keep running, removing these dangerous and congested crossings sooner,” state premier Daniel Andrews said.

The Government’s Caulfield to Dandenong project is remove nine of these crossings, while building five new stations and creating new parks and open public spaces. It is expected that crossing removals will be complete by the end of 2018.

“These crossings clog local streets, put lives at risk and stop us running more trains on Melbourne’s busiest rail corridor – we said we’d get rid of them and we’re getting on with it,” Andrews said. 

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CIVIL ENGINEERING & CONSTRUCTION

INDUSTRY NEWS

EXPRESSIONS OF INTEREST SOUGHT FOR SA PUBLIC TRANSPORT PROJECTS THE SOUTH AUSTRALIAN GOVERNMENT IS SEEKING EXPRESSIONS OF INTEREST FOR THE OAKLANDS CROSSING UPGRADE, THE PORT ADELAIDE RAIL SPUR LINE AND STATION PROJECT, AND THE PARK’N’RIDE UPGRADES AT TEA TREE PLAZA AND KLEMZIG. he sum of $74.3 million is being invested by the state government into the Oaklands Crossing grade separation upgrade, along with $5 million from the City of Marion and $95 million from the federal government.

The crossing is located on the Seaford train line at the intersection of Morphett and Diagonal Roads, where currently, it causes congestion and traffic delays, putting pressure on the road network in the surrounding area.

“Removing the Oaklands Park level crossing will reduce delays for the 42,000 vehicles which travel through this level crossing each weekday while also improving train services for the 15,000 passengers who use the Seaford line each day,” state transport minister Stephen Mullighan said.

The project will see the delivery of a rail underpass extending 400 metres east and west of the level crossing, along with an extended 160-metre platform and improvements to the bus and train interchange. The government expects 160 jobs will be created during the construction phase of the project.

“The state government spent many months lobbying the federal government to commit to this project and it’s pleasing that, just over a month after announcing the Commonwealth had come to the table, we are already starting the tendering process,” the transport minister said. $16.4 million has been committed by the state government to Port Adelaide rail spur line and train station project, which will see the linking up of the Port’s commercial centre

Image: RailGallery.com.au

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and the Dock One residential precinct with Adelaide’s CBD. “More and more people are choosing to live and work in the Port. We’re seeing new businesses open and thousands of people flocking to events such as the Wonderwalls Festival and Winterfest,” Susan Close, Labor member for Port Adelaide said.

The spur line from the existing Outer Harbor line at Grand Junction Road will be re-constructed duplicated, while a new railway station is to be built at Baker Street.

The government expects these works to begin next year and support 48 jobs.

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Expressions of interest are also being called on for the $15 million upgrade of the Tea Tree Plaza and Klemzig Park‘n’Rides. which are to receive an extra 300 and 200 car parks respectively.

“Improved connectivity to public transport is one of the many reasons people are choosing to live in the north east, and these Park’n’Ride upgrades will immensely improve safety and accessibility for commuters using the O-Bahn service. I look forward to seeing the work get underway,” Labor member for Torrens Dana Wortley said. 

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INDUSTRY NEWS

CIVIL ENGINEERING & CONSTRUCTION

POSITIVE SIGNS FOR INFRASTRUCTURE, ENGINEERING A SURGE OF MAJOR INFRASTRUCTURE PROJECTS IS SET TO DRIVE UP WAGES IN THE ENGINEERING SECTOR, WITH ALMOST TWO-DOZEN MULTI-BILLION-DOLLAR PROJECTS ON THE CARDS AROUND THE NATION. ngineers Australia executive general manager Brent Jackson, who spoke with the AFR in September, said the body’s data suggests the infrastructure boom could last longer than the mining boom, with more than $100 billion of projects planned around Australia.

“The jobs data is clear as a bell, we’re on the up,” Jackson was quoted as saying.

“Because we’ve got so many projects on the boil, we’re not going to see this boom back off for an awfully long time.”

Projects on the cards around Australia include the Sydney Metro, new intercity train fleet, WestConnex tunnel and interchange, Western Sydney Airport, Western Harbour Tunnel, Beaches Link Tunnel, Western Sydney Metro and F6 expansion in NSW. South of the border, there’s more projects in Victoria including the Metro Tunnel, the West Gate tunnel, the High Capacity Metro Trains project, and a rail link to Melbourne Airport.

And in Queensland, there’s Cross River Rail, the expansion of the Port of Gladstone, and the vast portion of the work required for the nationally-relevant Inland Rail project.

All that work is good news for engineering professionals, who would most likely see rising wages as a result of higher demand for their services.

“There’s no doubt it’s a competitive market out there,” John Holland chief executive Joe Barr told AFR. “The east coast is experiencing an unprecedented infrastructure boom.

“At this rate we’re hiring in around 100 people a month to meet demand, and that will continue with major projects coming online like Sydney Metro, Melbourne tunnel and West Gate Tunnel.”

Jackson added: “Unlike mining projects where the requirement for engineers is intensive at the front-end of the project then tapers off dramatically when the project becomes operational, rail projects tend to have more of a need for engineers throughout their lifecycle.”

His comments came a few weeks after the boss of construction material supplier Boral, Mike Kane, said growing infrastructure activity will last at least a decade, and will generate more spending than the housing boom.

Boral announced a 28% rise in underlying profit after tax in FY17 to $343 million, off the back of a 2% rise in sales revenue to $4.4 billion, and Kane was exceptionally upbeat when considering future demand for construction materials, praising the strength of Australia’s infrastructure pipeline.

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Boral is involved in the Sydney Metro project, and is tendering for work for the Melbourne Metro.

“The [FY17] increase in EBIT reflects Boral’s high-performing business in Austrlaia, supplying continued strong east coast residential markets as well as growing infrastructure volumes linked to major public sector sending, where we have a strong market position,” Kane said in an ASX statement.

“These major Rail projects are progressing well,” Fenn said, “and also we continue to perform well on the Waratah and Millennium maintenance contracts.”

Fenn said the growing activity from state governments in the passenger rail rolling stock market made up for a tough market in freight rail.

“The growth in transport infrastructure investment will provide a buoyant market for a number of years in construction and product supply,” he added.

Downer Transport’s total revenue was up 16.4% to $2.2 billion, EBIT was up 20.2% to $124.6 billion, and the division cites work in hand of $6.3 billion.

Several large public transport projects are expected to contribute to a major infrastructure and engineering boom. Photo: RailGallery.com.au

He was further quoted in the AFR saying, “The infrastructure boom is on us right now”.

Boral paid shareholders a final dividend of 12.0 cents per share, bringing its full year dividend to 24.0 cents, up 7% year-on-year.

Engineering firm Downer also reported strong infrastructure and transport results, guiding it to a net profit after tax of $181.5 million in FY17, up from $180.6 million a year prior. The profit growth flowed on from a 5.7% uptick in total revenue, which hit $7.8 billion in FY17.

Downer’s chief executive Grant Fenn said it was very pleasing the company had exceeded its revenue, earnings and net profit guidance, saying new projects for its Transport and Rail divisions were very much to credit for the result. “[The Transport division] won several new infrastructure projects during the year including Newcastle Light Rail, the NSW Transport Access Program and the High Capacity Metro Trains depots in Melbourne,” Fenn said.

“The outlook for Transport is very positive with increasing demand for product innovation, small asset management and intelligent infrastructure.”

Meanwhile the Rail division secured the High Capacity Metro Trains rolling stock project in Victoria, and the Sydney Growth Trains project in NSW.

Downer Rail’s total revenue was up 2.9% to $850.2 million, EBIT was up 110.4% to $30.3 million, and the division has $8.0 billion work in hand.

Solid growth for Rail and Transport should support the company as it continues to deal with dwindling numbers for its Mining division.

The Mining division’s total revenue was down 18.5% to $1.3 billion, while EBIT was down 35.8% to $83.4 million, and work in hand stands at just $2.0 billion.

Fenn said Mining had endured the expiry of the Christmas Creek contract with Fortescue Metals Group in WA in September 2016, and warned there would be a full year impact attributable to Christmas Creek for FY18.

Meanwhile Downer’s Utilities division was buoyed by strong performance on NBN contracts, leading to a 19.1% growth in revenue to $1.5 billion, EBIT growth of 17.8% to $84.1 million, and work in hand of $3.6 billion.

And Downer’s final division, Engineering, Construction & Maintenance, saw a 6.2% growth in revenue to $2.0 billion, an 8.5% rise in EBIT to $52.3 million, and has work in hand of $2.6 billion.

“Overall, this is a strong result that reflects the success of our strategy to focus on growth in public infrastructure and service delivery,”  Fenn concluded. www.railexpress.com.au

CIVIL ENGINEERING & CONSTRUCTION

INDUSTRY NEWS

PROCUREMENT BEGINS, EIS OUT

FOR PARRA LIGHT RAIL AN ENVIRONMENTAL IMPACT STATEMENT HAS BEEN RELEASED FOR COMMUNITY AND STAKE-HOLDER FEEDBACK FOR THE NSW GOVERNMENT’S PROPOSED PARRAMATTA LIGHT RAIL PROJECT. he EIS outlines a light rail line with services every 7.5 minutes between 7am and 7pm, and every 15 minutes off-peak. It includes 16 stops, the creation of two light rail pedestrian zones within the Parramatta CBD, and a cycling and pedestrian link from Parramatta to Carlingford.

Stage 1 will link Westmead to Carlingford, via the Parramatta CBD, with a two-way track 12 kilometres long. Vehicles will have a capacity for up to 300 passengers.

“Parramatta Light Rail will revolutionise the way people move around the region, and create more local jobs and improve the access to major health and sporting destinations,” state transport minister Andrew Constance said.

“We have seen on other large-scale infrastructure projects such as Sydney Metro

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Northwest that positive improvements can be made as a result of submissions to the EIS process, so your feedback can really make a difference.”

Transport for NSW has also outlined the four contracts it will procure to make up Stage 1 of the project, holding an industry briefing in August it said was attended by “more than 500 world-leading Australian and international companies”.

The four contracts are:

• Early works – remediation of land to be used as the site for the light rail stabling and maintenance facility • Enabling works – includes adjustments to the road network, stormwater drainage

and utilities relocation, urban design, architecture and landscaping.

• Infrastructure contract – design and construction of the light rail network.

• Supply, operate and maintain contract – supply light rail vehicles, operate and maintain the light rail system and light rail vehicles.

The State Government is hoping to start construction on Parramatta Light Rail in 2018.

It wants it operational by 2023.

Planning work for Stage 2 of the project will is also being developed, in collaboration with work on a metro line between the CBD and Parramatta, called Sydney Metro West.

The Sydney Business Chamber’s Western Sydney director David Borger welcomed the developments.

“The Parramatta Light Rail is an important piece of infrastructure that the community has been waiting for and today’s announcement is the next step forward in seeing this project come to light,” Borger said the day the EIS was released. “It will unlock the enormous potential for the area and will attract new investment along the route.” 

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INDUSTRY NEWS

CIVIL ENGINEERING & CONSTRUCTION

ASSISTANCE PUPS THE BIG WINNERS AS YORK STREET ESCALATORS RE-OPEN THE REPLACEMENT OF THE ICONIC WOODEN ESCALATORS IN SYDNEY’S WYNYARD STATION WITH MODERN METAL MACHINES IS COMPLETE, IN A MOVE WELCOMED NOT ONLY BY SYDNEY COORDINATOR GENERAL MARG PRENDERGAST, BUT BY THE GUIDE DOG COMMUNITY, TOO.

ynyard’s York Street entrance was reopened to customers in September, following an upgrade to improve safety and accessibility, including the replacement of the site’s wooden escalators and the construction of a lift.

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Prendergast said the station upgrade prioritised safety and accessibility as part of a broader plan to improve transport connections and make it easier to travel in and out of the CBD. “The new escalators not only fit with the modern new look of the newly upgraded

Wynyard Station, they are safer, more reliable and reduce the cost of maintenance,” she said.

“With the York Street entrance open, customers now have another convenient option to access one of Sydney’s busiest transport interchanges.”

Guide Dogs NSW/ACT welcomed the completion of the escalator replacement, saying the old wooden machines presented safety concerns for people who are vision impaired, and their dogs.

“Safe and reliable public transport including railways and surrounding infrastructure is essential for people who are blind or vision impaired, as it is the primary mode of travel for accessing education, employment, and their community,” Guide Dogs NSW/ACT’s community education and access advisor Jennifer Moon said.

“We appreciate that Transport for NSW has recognised and acted upon the risk that the wooden escalators posed to the safety of Guide Dogs and their handlers and are pleased that their modern replacement will lead to a safer and more accessible travel experience for everyone.”

Transport for NSW is arranging a sculpture to be built near the York Street entrance, designed to recognise and preserve the heritage of the old wooden escalators. The sculpture will be comprised of the treads from the original escalators.  The new escalators are easier to maintain, and more suitable for assistance dogs. Photos: Transport for NSW

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PASSENGER RAIL

EIS RELEASED FOR BANKSTOWN METRO WORK; GREENS NOT HAPPY CONCEPT DESIGNS FOR MAJOR STATION UPGRADES ON THE BANKSTOWN LINE HAVE BEEN RELEASED BY THE NSW GOVERNMENT, BUT THE GREENS HAVE LABELLED THE ENVIRONMENTAL IMPACT STATEMENT A “COMPLETE JOKE”.

he EIS details the changes that will take place along the line as part of the Sydney Metro City & Southwest project, which extends from Chatswood to Bankstown via the CBD. Between Sydenham and Bankstown, the existing T3 Line will be converted to metro standard.

While the completed Sydney Metro City & Southwest project isn’t due to begin operations until 2024, the EIS for the Bankstown Line upgrade portion is expected to improve customer services as soon as 2020.

Upgrades will include new station entrances and public plazas, with heritage station buildings to be incorporated into contemporary designs. A new concourse is also to be built at Dulwich Hill that will connect the Metro station to the Light Rail stop.

The EIS also claims that upgrades will save commuters up to an hour each week.

Currently, up to eight trains run per hour during peak at major stations along the Bankstown Line. When Metro services begin in 2024, this is projected to grow to 15 trains per hour, at all stations along the line.

This means stations at Dulwich Hill, Hurlstone Park, Canterbury and Wiley Park are to see train services tripled, according to the Government.

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“The Bankstown Line was built in the late 19th century for steam trains, now this growing area of Sydney will have a modern 21st century metro with fast, safe and reliable trains, with plenty of room to grow in the future,” state transport minister Andrew Constance said.

“Customers will have a new fully air-conditioned metro train every four minutes in the peak, delivering a new quality of railway service never before seen in Australia.”

“Work starts from next year to make big improvements to the stations, including making them fully accessible, with all stations to have level access between the platform and trains,” premier Gladys Berejiklian added.

“Where a station upgrade like a new lift or new station entry can be opened early, we’ll deliver that as quickly as possible with these upgrades being opened progressively from 2020. You won’t need to wait until trains start running in 2024.”

Greens unhappy with disruptions

The upgrades are to cause major disruptions for train-users in the South West: four annual scheduled maintenance closures will be

established, while additional periodic closures will be scheduled at night and on weekends and school holidays.

Moreover, in the period before the opening of the Metro services in 2024 a closure of the line between three to six months will be implemented.

The New South Wales Greens have criticised the plan, calling it a “complete joke”.

Greens MP and transport spokesperson, Dr Mehreen Faruqi, claimed the planned transformation of the line was just a means of privatising a “perfectly functional” train service for Sydney’s South West.

“This is not only poor planning, but a complete waste of money that should instead be spent on expanding the rail network to underserved areas,” Dr Faruqi said.

Faruqi also took aim at the environmental impacts of the project, along with the ostensible biodiversity-preserving strategy contained in the government’s EIS. The EIS claims that construction compounds for the project will be placed in already cleared areas to limit vegetation clearance, and areas in which the threatened Downey Wattle species grows.

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Graphic: Transport for NSW

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PASSENGER RAIL

LABOR INTRODUCES BRISBANE-MELBOURNE HIGH-SPEED RAIL BILL IN SENATE

he bill was presented to the senate by senator Don Farrell, and proposes to create an authority of 11 people representing state governments, the ARA, and rail industry and engineering experts.

This committee would be authorised to consider land use planning in a potential rail corridor, safety and environmental measures, public consultation, and the purchasing of the corridor itself.

Farrell noted that the same bill had been introduced to the House of Representatives in December 2013 and in October 2015, but said that it failed due to “lack of political will” from the Coalition Government. “[A]t one stage it was literally the only piece of legislation before the House of Representatives,” Farrell said.

“Yet the Coalition showed no vision, despite the fact that people like former trade minister, Andrew Robb, have come out as strong supporters of high speed rail.”

Labor’s former transport minister, Anthony Albanese, has been a long-time supporter of high-speed rail, and commissioned a feasibility

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study (published in 2013) for a Brisbane to Melbourne corridor.

The study concluded that the rail line would produce $2.30 in public benefit for every dollar invested ($2.50 for the Sydney-Melbourne section), and that once fully operational, it would be able to carry 84 million passengers a year.

Farrell argued that action towards realising the project had to come soon if it were to meet its full potential.

“We can anticipate significant population growth over coming decades along the route of this proposed line,” Farrell said.

“We can also anticipate that if we fail to act soon, delivery of high-speed rail will be made more difficult and costly because parts of the corridor will be built out by urban-sprawl.”

An Infrastructure Australia report in August stated that state governments had to purchase a corridor for a high-speed rail line between Sydney and Melbourne within 3 to 5 years, before the estimated cost of $720 million was pushed to unaffordable heights by rising property prices.

AUCKLAND HITS PASSENGER MILESTONE 3 YEARS EARLY AUCKLAND’S COMMUTER TRAIN NETWORK HAS RECORDED 20 MILLION TRAIN TRIPS IN A 12-MONTH SPAN, A MILESTONE AUCKLAND TRANSPORT DIDN’T EXPECT IT TO HIT UNTIL 2020.

ew train stations, electric trains, and the new HOP contactless ticketing card are being credited for the staggering growth in the New Zealand capital, which is seeing annual passenger growth of around 20% per annum.

“20 million train trips in one year is a huge achievement,” Auckland Mayor Phil Goff said.

“It is the result of strong investment in our public transport system and Auckland commuters finding it more convenient to travel by rail than be caught in congestion.”

Goff said the new fleet of electric trains have helped make public transport more appealing, and have reduced carbon emissions by 80% and saved more than 9 million litres of diesel each year.

“The past year has also seen the opening of a new train station in Parnell, a bus-train interchange in Otahuhu, improved links with our bus services and agreement to invest in

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more electric trains running to Pukekohe and South Auckland.”

Auckland Transport’s chief metro officer Mark Lambert said the milestone showed Aucklanders’ desire for a world-class rail system.

“We want to thank Aucklanders for embracing trains,” Lambert said. “We will continue working to ensure the rail network keeps getting better.”

Lambert said the HOP card had been a huge success. Launched in 2012, it is now used on 92% of public transport journeys.

“In the past month, electronic gates have begun operating at Henderson Station and Otahuhu Station, improving safety and reducing fare evasion,” he added.

“These types of gates are also being installed at Manurewa, Papatoetoe, Middlemore, Parnell, Papakura, and  Glen Innes.”

Image: RailGallery.com.au

THE AUSTRALIAN LABOR PARTY HAS INTRODUCED A BILL IN THE FEDERAL SENATE TO ESTABLISH A PLANNING AUTHORITY FOR A HIGH-SPEED RAIL LINK CONNECTING BRISBANE WITH MELBOURNE VIA SYDNEY AND CANBERRA.

NSW’s Liberal premier herself has recently changed her tune on high-speed rail, telling a business audience in Tokyo last month that creation of a Sydney-Melbourne line was getting “closer and closer”.

Albanese described the proposed BrisbaneMelbourne line as a “nation-building project in the national interest”, and called on the senate to debate the bill introduced on Monday.

“High Speed Rail would allow people to travel between capital cities in as little as three hours,” Albanese said.

“It would also turbo charge the economic development of the regional centres along its route, including the Gold Coast, Casino, Grafton, Coffs Harbour, Port Macquarie, Taree, Newcastle, the Central Coast, Southern Highlands, Wagga Wagga, Albury-Wodonga and Shepparton.” 

t FROM PREVIOUS PAGE – EIS RELEASED ...

Faruqi said the government’s scant plans to protect the environment were laughable.

“We know from the EIS that the project will impact threatened ecological communities, and the biodiversity offset strategy is a complete joke. The government has already shown its disregard for the environment, and this is just more proof,” she said.

“The Government is using the Metro project as a ripe opportunity to massively overdevelop the area from Sydenham to Bankstown. This is nothing but a toxic mix of overdevelopment and privatisation.”

The Green MP’s comments echo some of the criticisms levelled against the project by NSW Labor. Opposition Leader Luke Foley called the Bankstown metro upgrade a “property play” by the government.

“People don’t get a new rail line,” Foley said. “Residents get their existing rail line shut for 16 months and 100,000 new residents.

The point of rail upgrades should be to add to the rail network.”

The EIS remains open for public feedback until 8 November 2017.  www.railexpress.com.au

PRESENTING THE INAUGURAL

RISSB Rail Cyber Security Conference Fundamental education on protecting critical infrastructure from cyber threats 17 – 18 October 2017

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PRESENTATIONS FROM: Hon Dan Tehan MP, Minister Assisting the Prime Minister for Cyber Security

“The web belongs to the bad guys...The attempt to recover it has only just begun. It won’t be easy.”

Jason Smith, Technical Director, CERT Australia Sue McCarrey, Chief Executive, Office of the National Rail Safety Regulator (ONRSR) Paul Daly, CEO, Rail Industry Safety and Standards Board (RISSB) Robert Di Pietro, Partner - Cyber Security, PwC Dr Kenneth Radke, Control Systems Team Lead, Technical Operations, CERT Australia Duncan Unwin, CEO, Tobruk Security Dr Ernest Foo, Senior Lecturer, Queensland University of Technology Michael Nancarrow, Systems Security Manager, Sydney Trains Jordan Trasente, Technical Solutions Analyst, ONRSR Anthony Fewster, General Manager Safety, Risk and Business Resiliance, Metro Trains Melbourne

REGISTER NOW www.informa.com.au/rcs17

Sydney Morning Herald, July 4, 2017

The new light rail vehicles will be paired together into 67-metre sets. Photos: Alstom

PASSENGER RAIL

SYDNEY’S FIRST NEW LIGHT RAIL VEHICLE ARRIVES THE FIRST OF A NEW FLEET OF ALSTOM LIGHT RAIL VEHICLES HAS ARRIVED IN SYDNEY FROM FRANCE, FOR USE ON THE IN-CONSTRUCTION SYDNEY CBD AND SOUTH EAST LIGHT RAIL PROJECT. SW Premier Gladys Berejiklian said the vehicle’s arrival was a significant step towards the new transport system coming to life. “It is a really exciting day to be standing here with the first of our world-class light rail vehicles and offering the people of NSW a glimpse of this innovative, modern vehicle,� the premier said.

Alstom is delivering 60 of its Citadis X05 light rail vehicles, which will operate on the network in 30 coupled sets, each 67 metres long. “Sydney is the first city in the world to receive the Citadis X05 vehicle and I am pleased to note they are fully accessible with low floors, double doors, dedicated areas for wheelchairs and prams and low-level on-board passenger intercoms,� transport minister Andrew Constance said.

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“These trams use four times less energy than an average bus and 10 times less energy than a car.�

Each light rail vehicle set can carry up to 450 people, equivalent of up to nine standard buses, the minister added.

With more vehicles set to arrive soon, the project team will begin testing them along part of the track later in the year, ahead of services starting operation in 2019.

Alstom said the state-of-the-art trains included large balcony-style windows, ambient LED lighting, and the highest levels of customer safety including CCTV technology, emergency intercoms, and the latest wayfinding aids.

The new light railway will also feature Alstom’s APS technology; a wire-free solution which uses ground-based power supply.

The APS catenary-free section will be roughly two kilometres in length, through the city centre. “We are extremely proud to be able to deliver our latest and most innovative light rail technology to Sydney,â€? Alstom Australia and New Zealand managing director Mark Coxon said. “The Citadis X05 and associated technologies will transform Sydney and provide a step change in the city’s public transport capability and reliability while preserving the aesthetic ď Ž appeal of the City.â€?

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PASSENGER RAIL

Premier Annastacia Palaszczuk and transport minister Jackie Trad were among officials to attend the final track weld for Gold Coast Light Rail Stage 2. Photos: Twitter / Annastacia Palaszczuk

G:LINK STAGE 2 IN PLACE WITH THE FINAL PIECE OF TRACK NOW LAID FOR STAGE 2 OF THE GOLD COAST LIGHT RAIL NETWORK, PREMIER ANNASTACIA PALASZCZUK HAS TURNED ATTENTIONS TO THE BUSINESS CASE FOR THE THIRD STAGE OF THE PROJECT, WHICH ALREADY HAS $5 MILLION IN FUNDING. alaszczuk said the final weld of Stage 2 track was an exciting milestone in the countdown to the commencement of passenger services early next year.

“Light Rail has fundamentally changed public transport on the Gold Coast and once Stage 2 opens people will be able to travel seamlessly across the Coast and to Brisbane,” Palaszczuk said.

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“The improved rail connectivity between Queensland’s two largest cities has been embraced by the people of the Gold Coast and will help drive future growth and opportunity.”

The Palaszczuk Government will now prepare a business case for the next phase of the Gold Coast Light Rail project, Stage 3A, in collaboration with the Gold Coast City Council. $5 million has been committed to the business case.

“Stage 2 is well on track to be ready before the Commonwealth Games and in coming weeks the wires carrying power to the trams will be energised and the community will start seeing us testing trams,” public transport minister Jackie Trad said.

“We are delivering world-class public transport infrastructure for the Gold Coast and with the capacity improvements on the Gold Coast Line that will be delivered by Cross River Rail and Stage 2 of the Light Rail set to open the future is looking good.

“With that in mind, the time is right to start planning for a third light rail extension from Broadbeach South to Burleigh Heads and it is great news that we are getting the business case process underway.”

Gold Coast Mayor Tom Tate said the Gold Coast is one of the fastest growing cities, describing it as “Australia’s holiday playground”.

“We know that the Gold Coast is growing and extending the G:Link will help to make sure we’re ready for that growth and connect our community like never before,” Tate said.

“Besides underpinning a truly world class integrated public transport system, the light rail is assisting council in meeting our objectives of increasing accessibility to key activity centres, and reducing congestion on the roads.” 

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WORKFORCE & TRAINING Images: RailGallery.com.au

SURVEY IDENTIFIES DRIVERS’ MOST COMPLEX RAIL FEATURES NEW RESEARCH SUGGESTS TRAIN DRIVERS SHOULD BE TAUGHT ROUTES FEATURE BY FEATURE, RATHER THAN AS A COMPLETE ENTITY, TO BETTER UNDERSTAND THE SAFEST AND MOST EFFICIENT WAY THEY CAN DO THEIR JOBS.

esearch from a team led by CQU’s Dr Anjum Naweed suggests the landmarks drivers remember most when traversing a route are those that increase their workload, by requiring either focused attention or a physical action.

Using this knowledge, Dr Naweed believes operators can more easily train their drivers, by focusing their training, section-by-section, dividing track up into the parts which present the most complexity.

“The most memorable landmarks are those that are complex in nature, such as level crossings, stations and signals,” Dr Naweed’s paper states. “While they are in a fixed location and can be relied upon to be in the same place on every journey over the route, they have a dynamic element, requiring drivers to focus their attention and be prepared for the unpredictable.”

Dr Naweed and his team collected information from 42 train drivers across six freight and passenger rail operations, to gain a

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better understanding of how drivers develop their knowledge of the railway.

Focus groups were asked to invent a route that they believed would be difficult to navigate for even the most experienced drivers.

“In complex systems, pen-paper tasks that involve drawing pictures have been used to think creatively about complex issues, under the assumption that it is intuitively easier to communicate through impressions and symbols than it is words,” the paper explains.

The features identified by the groups as presenting challenges were divided into infrastructure, environmental, and operational features.

The most frequently identified infrastructure feature adding complexity to a route was signals.

“76% of participants [identified] signals in either their diagram of a challenging route, or in their written commentary of their diagram,” the paper says.

“There are a number of reasons why signals would be challenging to engage, for example signals are dynamic: there is no way to predict what aspect the next signal will be showing … The location of signals as landmarks could also contribute to drivers identifying them as a challenge in that signals are located in areas of congestion such as when approaching stations or level crossings, for example.”

Along with signals, other infrastructure features commonly identified by the focus groups were stations (identified by 64% of participants) and level crossings (52%).

Next came environmental features, such as hills, curves and weather conditions. 79% of participants identified hills – both uphill and downhill slopes – as features contributing to the complexity of their invented route, with downhill features showing up more often in the invented routes.

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WORKFORCE & TRAINING One of the diagrams drawn by the survey respondents.

Graphic courtesy of Dr Anjum Naweed.

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“This is likely an effect of train handling skills: the extra momentum gained going downhill and the extra power required to travel uphill,” the paper says. “Theoretically, hills would increase the complexity of the train driving task by requiring increased cognitive workload to calculate momentum, power [and] braking, whilst maintaining localisation to act in an appropriate way for whatever is coming up next on the route.”

“This suggested that slowing the train was more complex than increasing speed, and complements the earlier finding that downhill slopes are more complex than uphill.

“While speed control/braking is a train handling skill, rather than an aspect of route knowledge, it is route knowledge that underlies train handling, such as increasing speed to travel up a slope or applying appropriate braking while going downhill,

be better taught in small chunks, rather than as a full journey.

“So instead of a route being taught by being repeatedly driven, it could be taught in a process similar to that of the use of pace notes by rally car drivers and navigators, leading to reduced redundancies in training, and shorter-duration, streamlined training programs,”  Dr Naweed said.

Image: RailGallery.com.au

“

INSTEAD OF A ROUTE BEING TAUGHT BY BEING REPEATEDLY DRIVEN, IT COULD BE TAUGHT IN A PROCESS SIMILAR TO THAT OF THE USE OF PACE NOTES BY RALLY CAR DRIVERS AND NAVIGATORS, DR ANJUM NAWEED

Operational features adding complexity included speed, braking and power rules.

64% of participants referred to a specified speed of travel, and changes in that speed throughout the route, as adding complexity.

Meanwhile, just under half of all participants referred to braking in some format (stretch, dynamic, power, air or general unspecified braking), while a minority of respondents referred to increased power through stretches of their route.

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”

and it is likely the features of a route that drivers remembers (hills, stations, signals) that cue the most suitable train handling action based on prior experience.”

Presenting his paper at the fourth UIC World Congress on Rail Training in April, Dr Naweed explained how the research suggested memorable landmarks along the track influence each driver’s route knowledge.

He said insights into how route knowledge is understood had implications for training times and training efficiencies, indicating routes may

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AURIZON DISMISSES UNION’S FOREIGN LABOUR HIRE CLAIMS AURIZON IN AUGUST REJECTED ALLEGATIONS BY THE RAIL TRAM AND BUS UNION (RTBU) THAT IT IS ACTIVELY TARGETING FOREIGN TRAIN DRIVERS OVER LOCAL RECRUITS, DESPITE HAVING AN AGREEMENT IN PLACE WITH THE GOVERNMENT ALLOWING IT TO DO SO. he Department of Immigration and Border Protection in late July revealed a relatively short list of companies, who have negotiated labour agreements with the government, so they can hire foreign workers for roles not included on the standard ‘457 visa’ regulation.

Included on the list is Australia Western Railroad, a WA subsidiary of Aurizon. The current AWR labour agreement is from June 2016, to June 2019.

The revelation angered RTBU national secretary Bob Nanva, who said there was “simply no need” for rail employers to look outside Australia.

“The use of 457 visas is meant to be restricted to areas where there is a skills shortage, and gap in the domestic labour market” Nanva reportedly told SBS. “This example shows that the system is a sham, and employers are being given too much latitude.

“We have a highly-skilled workforce here in Australia, and Australian train drivers

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should be getting the opportunity to fill these positions first.”

Aurizon rejected Nanva’s suggestion that it was gaming the system, however. The rail operator said on Wednesday the labour agreement was in place due to a particular, localised skill shortage in WA. “In 2014 Aurizon undertook an exhaustive but unsuccessful recruitment process in Western Australia to source local drivers for

“This was at a time when there was high demand for train drivers in the resources sector in the region.”

Image: Aurizon

its WA operations,” the company said in a brief statement.

“This was at a time when there was high demand for train drivers in the resources sector in the region. To address a shortfall in the Western Australian labour market and meet customer needs, an agreement was put in place which saw Aurizon source a small number of drivers from overseas.”

The company explained the 2014 agreement had provided those particular employees to apply for permanent residency.

“This agreement has since expired so a new agreement was put in place in June 2016 specifically for the purpose of allowing the 11 employees covered by the original agreement to apply for permanent residency,” the company said.

“These arrangements were not for the hiring of more overseas workers. Aurizon does not have a business requirement to source international train drivers. We have not used and have no plans to use labour agreements for this purpose in Queensland.” 

UNIONS, QUEENSLAND RAIL CONTINUE TO BICKER QUEENSLAND RAIL CAME INTO CONFLICT WITH THE RAIL UNION IN AUGUST OVER ITS ATTEMPT TO HIRE TRAIN DRIVERS EXTERNALLY AND FILL THE QUOTA REQUIRED TO MAINTAIN RELIABLE SERVICES ON THE NETWORK. he Queensland Government announced the move to hire externally in late July, after previously only considering those with train driving experience for the positions, 200 of which it has been attempting to fill since the Strachan Inquiry’s findings earlier in the year.

The Inquiry’s report found that a chronic undersupply of train crew had been a significant cause of the service cancellations that rocked Queensland’s passenger rail lines.

The report recommended maintaining a “structural surplus” of train crew — including drivers— to reduce the risk of service cancellation and enable a fully-operational and regularly timetabled system.

The Strachan Inquiry recommended that the 200 required positions be filled by external

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hiring; however, the Rail, Tram and Bus Union (RTBU) argued that such a move would be in breach of the enterprise bargaining agreement established with Queensland Rail, which ensured candidates already employed by QR would be considered first.

100 drivers have been recruited from within Queensland Rail, while only 35 of those had been fully trained as of mid-August. Now the operator is looking to hire from outside and consider those without experience in driving trains.

In response, the RTBU lodged a formal dispute with Queensland Rail, resolution of which the latter pursued through the Fair Commission. The commission ruled in favour of Queensland Rail, which was welcomed by the government.

“We committed to implementing all the recommendations of the Strachan Inquiry and external recruitment is an absolutely critical part of that,” transport minister Jackie Trad was quoted as saying by the ABC. “I want to thank and commend all Queensland Rail employees, including drivers and guards, who have been working incredibly hard throughout the reform process.

“Queensland Rail has consistently worked in good faith with the unions and believe they have met all their obligations under the existing enterprise agreement,” Trad continued.

“We make no apologies for fixing the trains and giving Queensland commuters the services they deserve. We are determined to ensure  that this reform process continues.”

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TENDERING The High Capacity Metro Trains are being delivered by a Downer/CRRC-led consortium. Image: Victorian Government

BENDIGO MANUFACTURER TO BUILD HCMT BOGIES VICTORIAN MANUFACTURER HOFMANN ENGINEERING WILL BUILD 900 BOGIE FRAMES FOR MELBOURNE’S HIGH CAPACITY METRO TRAINS, PUBLIC TRANSPORT MINISTER JACINTA ALLAN ANNOUNCED IN AUGUST.

llan said 30 new jobs would be created at Hofmann Engineering, based in Bendigo, as a result of the contract, which she said would help build 65 ‘bigger, better’ metropolitan trains for the Melbourne rail network, made from 87% Victorian materials.

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Hofmann will construct the bogie frames, which will then be transported to Newport for additional components including wheels, suspension, motors, and gearboxes.

The assembled bogies will then be attached to carriages before being transported to the Pakenham East Depot for testing and commissioning.

Allan said the project will enable Hofmann Engineering and other businesses to diversify and compete for further highly-skilled work on other transport and infrastructure projects, keeping and creating jobs in Victoria.

“Bogie frames haven’t been built in Bendigo since the 1980s,” Allan said.

“We’re building world class trains and trams and we’re building them right here in Victoria.

Our bigger, better, next generation trains will move more people and create more than 1,100 jobs for Victorians.”

“By working with one of the world’s leading rolling stock manufacturers, Hofmann Engineering will have an opportunity to drive a new wave of local manufacturing,” industry and employment minister Wade Noonan added.

“We see a long term future in Victoria’s rolling stock industry, and that’s why we’re building our trains and trams right here.”

The new trains, which are being delivered by a Downer/CRRC-led consortium, will enter service from mid-2019 on the Cranbourne and Pakenham lines, and will eventually run through the Metro Tunnel to Sunbury. 

XPT, XPLORER, ENDEAVOUR REPLACEMENT DEAL GOING TO MARKET eputy Premier John Barilaro announced in August the replacement of the entire regional train fleet, and the construction of a new rail maintenance facility in regional NSW. The Regional Fleet contract will use private financing to facilitate the delivery of the new trains and maintenance facility. The contract will replace the ageing XPT, XPLORER and Endeavour trains for passengers who travel between Sydney, Canberra, Melbourne, Brisbane, and major regional centres.

It comes in addition to the $2.3 billion New Intercity Fleet contract handed to a consortium of UGL, Hyundai Rotem and Mitsubishi last year, to build more than 500 new carriages to operate between Sydney and the Central Coast, Newcastle, the Blue Mountains, and the South Coast.

Barilaro said Dubbo was already earmarked as the preferred maintenance location for the new contract.

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“It gives me great pleasure to announce this entire new regional fleet will be serviced in regional NSW,” the deputy premier said.

“This will be a game-changer for the people of regional NSW, delivering more convenient timetabling and reduced congestion for regional and rural passengers.

“Importantly, the new maintenance facility will also deliver long-term skilled jobs, including apprentices and traineeships for the Orana region.

“This announcement signals the depth of our commitment to rural and regional communities by ensuring that services that deliver for country areas are supported by country jobs.”

With EoIs opening soon, a tender evaluation process will be conducted next year, ahead of the contract being awarded in early 2019.

Transport and infrastructure minister Andrew Constance said the modernisation of the entire regional fleet would significantly improve regional public transport, with 60 XPT

Image: RailGallery.com.au

EXPRESSIONS OF INTEREST HAVE OPENED FOR THE DESIGN, CONSTRUCTION AND MAINTENANCE OF ROLLINGSTOCK TO REPLACE THE ENTIRE REGIONAL TRAIN FLEET IN NEW SOUTH WALES.

passenger cars (plus 19 diesel locomotives) to be replaced, along with 23 XPLORER and 28 Endeavour passenger cars.

“Modernising the entire regional fleet allows the opportunity to incorporate benefits that were not available in 1982, when the first XPT rolled onto our tracks,” Constance said.

“When the NSW Government promised to deliver new trains to replace the ageing XPT fleet, we also committed to looking at the feasibility of replacing Endeavour and XPLORER trains. The result of those considerations has been a decision to replace all three sets, in  favour of more modern rolling stock.”

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TENDERING

CROSS RIVER RAIL EARLY WORKS BEGIN WORK HAS BEGUN ON THE MULTI-BILLION-DOLLAR CROSS RIVER RAIL TUNNEL PROJECT, DESPITE THE PROJECT’S BUSINESS CASE FALLING SHORT OF INFRASTRUCTURE AUSTRALIA STANDARDS.

he Queensland Government recently submitted a new business case for Cross River Rail to Infrastructure Australia, after its initial business case was turned down by the independent board in September.

Despite questions still remaining over projected passenger growth, Trad and Premier Annastacia Palaszczuk have said there’s no time to waste, with work beginning at the site of the project’s future Woolloongabba Station this week.

“This is an important milestone as it marks the start of official works for this historic infrastructure project for Queensland,” Palaszczuk said.

“Over the next few months, Queenslanders will see activity ramp up with bore drilling,

Photo: Cross River Rail Authority

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the demolition of the GoPrint site and the relocation of electrical substations.”

Trad said local companies had secured several early works contracts, and indicated this was likely to continue, with the State Government applying its Buy Queensland policy throughout the project.

“I’m delighted that we’ve engaged local companies to undertake the early works at

the GoPrint site – this includes Advanced Temporary Fencing in Yatala and SEQ based Arbor Operations,” Trad said.

“Cross River Rail creates 1500 jobs every year during construction and 3000 in the peak and we’re already seeing this project benefit local companies. Geotechnical investigations are also about to start along the Cross River Rail corridor.” 

LOADING

MRA PIONEERS TRAIN LOADOUT AUTOMATION TECHNOLOGY ELECTRICAL AND CONTROL SYSTEM SPECIALIST MRA SAYS ITS AUTOMATION OF THE TRAIN LOADOUT PROCESS HAS IMPROVED CAPACITY, PROFITABILITY AND SAFETY AT ANGLO AMERICAN’S GERMAN CREEK MINE.

he reliability and efficiency of the train load out process at coal mines can be a ‘make or break’ when it comes to meeting production timelines and profitability.

Anglo American is the world’s third largest exporter of metallurgical coal. The company uses the latest technology to run its operations in the best possible way and strives for continuous improvement at existing assets.

Train loading stations are often considered a bottleneck, as these facilities are typically operated manually resulting in variable performance, wagon over or under loading and poor reliability. As a result, companies are often faced with heavy fines and in some cases substantial costs to obtain additional trains to meet required throughput.

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MRA Electrical & Automation Engineering (MRA) was initially involved in the first automation of a train loadout (TLO) in Australia more than fifteen years ago. As such, the company has a detailed understanding of the systems required.

At that time there were some limitations in the technology that resulted in shortcomings in early systems. These limitations culminated in issues with accuracy and environmental conditions. To address this, MRA says it conducted extensive research and development, using the latest technologies to overcome these shortfalls and develop an efficient and reliable automated TLO solution.

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Post upgrade, the TLO is now averaging 10,000 tonnes per train.

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When Anglo American tasked MRA with automating its TLO process at the German Creek coal mines, the result exceeded expectations. MRA says it provided an intelligent and intuitive system that not only improved efficiency and reliability but also delivered a state-of-the-art solution with an unrivalled return on investment.

Clever control technology

Initially MRA investigated primarily visionbased systems, but these were subject to accuracy issues as a result of changing environmental and weather factors such as sun, rain and fog. As laser and sensing technologies advanced, they provided a more reliable alternative that is not as vulnerable to weather and environmental factors.

According to Stephen Mount, general manager at MRA, “We built the robust automated TLO system on the fundamentals of train speed and position to improve the accuracy of the process. The raw data is filtered and moved into our system to perform the correct analysis to overcome any issues with environmental conditions.”

There are three major components to the system, the first being the sensors in the field, the laser scanners and RFID tag reader; the second is the PC-based server that performs all the filtering and analysis of data prior to communicating to the third component of the system, the PLC. “The system architecture of this TLO demonstrates the power of the ControlLogix platform for data processing and integration as well as control,” said Geoff Irvine, mining industry manager, Rockwell Automation.

The Allen-Bradley ControlLogix PLC is programmed to provide centralised control for the entire TLO process. The MRA system has been engineered to integrate with the controller via Ethernet/IP communications using point to point networking via a Stratix switch.

“We incorporate as much functionality as possible inside the Logix controller which delivers unmatched fault-finding capabilities and advanced integration between the PC and controller,” explained Peter McPherson, engineering manager at MRA. “Laser sensors detect information about the wagon location that is communicated to the Logix controller. Also, information about coal profiling is concurrently fed back to the controller which is programmed to analyse this information and provide advanced feedback control of the TLO process in real time,” he said.

Automated loading

Prior to the automation of the TLO process, operators were only able to load wagons based on the available tools at their disposal.

However, significant advancements in automation technology have enabled operators to consistently load train wagons with uniform and symmetric profiles to meet coal height and bogie loading requirements 50

ISSUE 2 2017 | RAIL EXPRESS

Automation technology enables operators to consistently load train wagons.

“There are substantial penalties involved if a train is not loaded correctly with the right profile over the bogies. Over-loading results in significant penalties but there is also an issue with under-loading that needs to be considered. By under-loading, each wagon is losing capacity, which directly impacts on efficiency and profitability, but it also entails a safety issue and risk of derailment. Reducing weight variations in order to optimise the amount of coal loaded per train is the ultimate goal in automating the TLO,” explained Mount.

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REDUCING WEIGHT VARIATIONS IN ORDER TO OPTIMISE THE AMOUNT OF COAL LOADED PER TRAIN IS THE ULTIMATE GOAL IN AUTOMATING THE TLO.

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Considering variables such as operator fatigue, time of day and environmental conditions presented challenges for MRA in developing the automated TLO system. To address this, MRA’s solution used predictive modelling and advanced filtering methods to compensate for aberrations in raw data. It allows for environmental compensation through scanning methods and adaptive software.

The Logix controller provides the platform for feedback control and real time output of data through Ethernet/IP communications.

This use of smart technology with self-diagnostics and alarming provides an intelligent and intuitive system that removes the guesswork for operators. By automating the TLO, the operator performs a supervisory role either from the TLO or a central control room during loading to monitor the system.

According to Anthony Manousso, Capcoal control system coordinator, Anglo American, “When you automate a process, you have to consider all the variables in the design and commissioning phase. We did that and the way the system is running now, the operators can sit in the control room and monitor the process. The operator interface is easy to use so training requirements are minimal.”

Impressive return on investment

Having been in operation for approximately three years now, German Creek has recorded real time results indicating a return on investment of less than four months for the TLO automation system.

Prior to the upgrade, the subjected TLO was consistently achieving average payloads in the order of 9,100 to 9,300 tonnes per train.

Post upgrade, the subjected TLO is now averaging 10,000 tonnes per train. “With this monthly average increase of approximately 700 tonnes per train, based on 40 trains per month, this equates to an approximate efficiency gain of significant returns per month,” said Mount.

Automating the TLO also provides significant benefits in terms of improved safety by reducing the risk of derailment from under loading, which can also have detrimental environmental effects resulting from spillage. In addition, automation of the TLO process removes operators from potentially hazardous situations and fatigue issues can also be avoided.

“The coding that MRA developed within the ControlLogix PLC is extremely efficient and reliable. We are now using it for 98 percent of loading with only 2 percent being loaded manually as a result of external factors. This TLO system is an integral part of our pit to port operation – the end goal is to make sure our trains are fully loaded,” explained  Anthony Manousso.

This story originally appeared in Rail Express affiliate Australian Bulk Handling Review. www.railexpress.com.au

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