Rail Express June 2025

Go-Ahead makes a move

One of the largest rail operators in the United Kingdom, Go-Ahead is exploring opportunities in Australia.

Inland Rail picks up steam PAGE 25

Gearing up for Metro Tunnel PAGE 28

An Olympic-sized challenge PAGE 34

From the Editor

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Kayla Walsh Editor - Rail Express

Welcome to the June edition of Rail Express

May has been a busy month, with movers and shakers from the rail industry heading over to Sydney for the Rail Industry Safety and Standards Board (RISSB) Rail Safety Conference, hosted by Informa Connect Australia, before jetting to Auckland, New Zealand for the Australasian Railway Association’s (ARA) RailNZ 25 Conference.

It’s great to see how much passion and knowledge there is in the rail sector –and this is reflected in the latest issue of the magazine.

Our cover stars, Go-Ahead, are new to the Australian rail industry – but are a very big deal overseas. As one of the largest rail operators in the United Kingdom, Go-Ahead is excited to bring its experience managing complex networks Down Under and show us what it can do.

Some of the infrastructure the Paris Metro runs on is more than a century old, with legacy stations and rolling stock. In this issue, RATP, the operator that runs the metro, takes us behind the scenes of how it juggles preserving history with optimising performance and safety.

Dassault Systèmes also reveals why virtual twins are fast becoming a musthave in the rail industry, while Siemens Mobility talks us through its Static Frequency Converters and the role they play in delivering more efficient and reliable networks.

Karl Rosewarne from Protective Engineered Safety explains how his patented power line detection system,

GoUpSafely, can save lives, while Schrey & Veit demonstrates the ways in which its rail dampers can make a real difference for operators, passengers and communities.

Knorr-Bremse warns that a big change is coming for the refrigerants used in trains’ air conditioning systems, and KeTech looks ahead to the Brisbane Olympics in 2032, exploring how transport networks will need to adapt to accommodate an influx of millions of people.

Loram shares the benefits of its “pocket rocket” high-rail speciality grinders, and Zelra opens up about what we can learn from the success of its Driving Advice System in Europe.

Alstom gives us the inside track on Melbourne’s much-anticipated Metro Tunnel, and the key role it has played in the project with its high-tech signalling technology.

Meanwhile Martinus has an update on Inland Rail, which is getting closer and closer to completion.

Plus we have our regular columns from RISSB, the ARA, and we hear from the National Transport Commission on the work it is doing to develop a set of national safeworking rules.

I’ve enjoyed putting this issue of Rail Express together and I hope you enjoy reading it!

kayla.walsh@primecreative.com.au

Suburban Rail Loop crews uncover historical artefacts during dig

Suburban Rail Loop (SRL) crews have discovered an “abundance of hidden treasures and trinkets” beneath the surface in Melbourne’s east and south east, which offer a glimpse of life in Clayton and Box Hill almost 150 years ago.

Around 14,000 artefacts dating as far back as the early 19th Century have been uncovered during a three-week archaeological dig near the existing Clayton train station on Haughton Road, where two new community spaces are nearing completion.

Artefacts found include historic household items used by local residents between 1870-1920.

CLAYTON

The Clayton township was originally gazetted on Dandenong Road, but in 1862, a second Clayton township developed with the opening of Clayton Station in 1880.

“It’s a notable parallel to today’s modern world with SRL set to spur on a similar wave of residential, social and economic development,” a spokesperson for the Victorian Government said.

During the late 1800s, the Clayton Station was managed by a female stationmaster –

unusual for the time – who lived just south of the Metro Station.

Artefacts discovered in this area include dinner and glassware; champagne, medicine and ink bottles; building materials; children’s toys including dominoes, marbles and parts of porcelain dolls and soldiers; sketchboards; a harmonica; and a metal buckle from a saddle.

BOX HILL

Further north, artefacts found in Box Hill

bottles, nails and cooked bones. Box Hill was founded as a township in the 1850s, and by 1871 had a population of 154. The train station was built when the rail line was extended from Camberwell to Lilydale in 1882. A new school opened in 1887, setting the scene for growth in the area. Today it’s home to more than 14,000 people and continues to grow.

Archeologists are cataloguing and assessing the items and the Victorian Government will work with Heritage

Sydney Metro West hits major milestone

The Sydney Metro West project has hit a major milestone with excavation of the Hunter Street metro station cavern now complete.

Work took place around the clock for 20 months to create the huge cavern, which is 180 metres long, 28 metres wide and 20 metres high.

Hunter Street Station will be the final stop on the 24-kilometre Sydney Metro West line that is set to double rail capacity between Greater Parramatta and the Sydney CBD.

When the line opens in 2032, the station is expected to be the busiest on the Sydney Metro West network, with entrances via the corner of George and Hunter streets and on the corner of O’Connell and Bligh streets.

To build the station cavern, one roadheader and 57 workers removed more than 240,000 tonnes of material.

A team of 57 workers removed more than 240,000 tonnes of material to build

Due to the cavern’s central Sydney location, meticulous planning and sub-millimetre accuracy was essential throughout excavation. At times, work took

place just 1.8 metres from the M1 Metro Line and directly below landmarks including the heritage-listed State Library of New South Wales and The Domain.

Artefacts were uncovered during a three-week dig that took place in Clayton.

the cavern.

Image: Victorian Government

Image: Transport for NSW

Government announces $5b rail blitz

The Victorian Labor government has announced it will be investing almost $5 billion in rail transport in its 20252026 budget.

This includes $727 million to operationalise the Metro Tunnel, “switching it on” and delivering turn-up-and-go services for the Sunbury, Cranbourne and Pakenham lines.

Another $98.7 million will deliver more frequent services for passengers on other lines. These include:

• Werribee line: two additional trains per hour in the mornings and afternoons, increasing the number of trains on the Werribee line in peak periods from six to eight trains per hour.

• S andringham line: services running every 10 minutes between peak periods, increasing the number of trains from four to six trains per hour between peak periods.

• Craigieburn line: increase in services during shoulder peak and off-peak periods, with trains running at least every 20 minutes on the line, including late at night and on weekends.

• Upfield line: increase in off-peak services with trains running at least every 20 minutes on the line, including late at

Major construction kicks off on Suburban Rail Loop

Major construction has started on the Suburban Rail Loop (SRL) in Victoria, with works underway to build a large tunnel boring machine (TBM) launch site in Clarinda.

The TBMs will start arriving on site later this year, before tunnelling kicks off in 2026. In total, each TBM will take about three

months to assemble. Consortium Suburban Connect will build 16 kilometres of twin tunnels between Cheltenham and Glen Waverley, while Terra Verde is building the tunnels north of Glen Waverley to Box Hill.

Four TBMs will be launched from

Waverley, and two towards Cheltenham. They will travel up to 90 metres a week.

In a first for Australia, the TBMs will start their journeys through "flying launches", which means tunnelling can begin while the TBM continues to be built from behind from a smaller launching area.

In Burwood, excavation of a second SRL East TBM launch site is well underway, with tunnelling also starting from that site in 2026.

As both a transport and an urban planning project, the Suburban Rail Loop will link every major train service from the Frankston Line to the Werribee Line via Melbourne Airport.

Transport “superhubs” will also be built at Clayton, Broadmeadows and Sunshine, allowing regional passengers to bypass the CBD.

The funding will be split between the Metro Tunnel, upgrading Sunshine Station and delivering more frequent services for passengers.

Image: Jacinta

Allan

Works are full steam ahead to build a tunnel boring machine launch site in Clarinda.

Image: Victorian Government

Inland Rail works pick up steam

(B2A) sites with works kicking off in Euroa, Victoria.

The B2A Tranche 1 projects are nearing completion and Tranche 2 sites at Euroa, Broadford, Benalla, Wandong, Tallarook and Seymour have all turned their first sod.

railway track lowers and railway station modifications to allow sufficient clearance for double-stacked freight trains.

In Euroa, John Holland began construction of the new vehicle underpass, which requires the closure and demolition of the Anderson

New train services for Queensland

More than 100 new weekly passenger train services have been delivered across three South East Queensland (SEQ) train lines.

From Monday May 19, more than 45 contra-peak services per week (travelling outbound from the CBD in the morning and inbound in the afternoon) have been added to the Cleveland Line.

More than 40 weekly contra-peak services have also been introduced on the Ferny Grove Line.

Doomben Line customers will be able to catch a train on Sundays and public holidays for the first time from Sunday, June 1 when hourly services will begin.

Customers are encouraged to visit Translink’s journey planner in advance if they are travelling on the Cleveland, Doomben or Ferny Grove lines once the new services and stopping patterns take effect.

Queensland’s Minister for Transport and Main Roads Brent Mickelberg said this is an example of the Crisafulli Government making good on its promise of more affordable and frequent public transport.

Street bridge. Modifications of the Euroa railway station precinct also commenced with the demolition of the Handbury Street pedestrian underpass, construction of temporary pathways and approved tree and vegetation removal.

Construction followed at other sites, including the bridge replacements at Broadford and Wandong, a station modification at Benalla and track lowers under the Hume Freeway at Tallarook and Seymour.

Ed Walker, Inland Rail Beveridge to Albury Delivery Director, said the start of major construction on the B2A Tranche 2 sites was an important milestone for the Inland Rail project.

“We thank local communities for their involvement with the project to date and for their patience, understanding and cooperation as we carry out the work.”

Steve Butcher, Managing Director of Rail and Transport at John Holland, said the company is prioritising its relationship with the local communities to ensure it leaves a “long-lasting legacy” for the region.

“We’re committed to working in partnership with local and First Nations businesses to create meaningful opportunities that deliver lasting benefits for individuals, their families and their communities.”

“Now we are delivering more services for South East Queensland to get you home sooner.

“We’re always looking to make it easier and more accessible to catch

Customers are benefitting from more services to get them home faster.

Visualisation of the Euroa railway station.

Heavy Haul

Tassie trains get an upgrade

TasRail is breathing new life into its legacy locomotives with a $15 million refurbishment program.

TasRail is giving its older locomotives an upgrade as part of a $15 million program spanning several years.

The Locomotive Life Extension Project (LLEP) aims to boost the reliability, performance, and longevity of the 2050 and 2000 class locomotives.

Funded through the 2022–23 Tasmanian Budget, the project ensures the “continued delivery of safe, efficient, and cost-effective rail freight services across the state,” a spokesperson for TasRail said.

Some of the refurbished locomotives are already servicing major customers, powering key freight corridors, and supporting critical maintenance operations statewide.

The first two locomotives to emerge from the LLEP, in late 2024, were both

from the 2050 class – 2053 and 2052. Both locomotives are now operational on a number of key routes around the state.

Originally built in 1978, four 2050-class locomotives were purchased by TasRail in 2012 to support growth ahead of the introduction of the TR-class fleet in 2014.

Meanwhile 2051 entered TasRail’s East Tamar Workshop in Launceston, where all the overhaul work is being carried out, in late 2024. Commissioning is currently anticipated by mid-2025.

The final 2050-class unit, 2054, is due to get an upgrade in late 2025.

“This project not only extends the service life of our locomotives but lays the groundwork for future low-emission fleet investments,” said TasRail General Manager

of Projects Josh Marshall. “The reliability and capability of this fleet are critical to supporting our customers and maintaining network resilience as we grow.”

Upgrades conducted as part of the project include the replacement of engines, traction motors, generators, braking systems, and control wiring. Driver cabins have been modernised, with design improvements driven by direct consultation with TasRail’s operational workforce. Ergonomics, safety, and driver comfort are now embedded into each rebuild.

The project has taken feedback on board and integrated innovations such as redesigned control stands, improved alarm systems, noise reduction measures, and inclusive handrail and step modifications

2052 sat in storage for the best part of a decade, but it’s been given a second chance.

Image: Focused on Photos

this level,” Marshall said. The LLEP team stressed that it hasn’t always been smooth sailing, with some of the locomotives, such as 2052, in storage gathering moss and rust for the best part of a decade.

“It was only after stripping and cleaning that the true material condition of that unit revealed itself and we realised the amount of rust repairs alone that would be needed to deliver a quality job,” said Rollingstock Project Manager James Bell.

Other elements that proved challenging included issues with compressors, engine parts (roots blowers and governors), and noise levels.

have been well received by operational staff, said Central Operations Branch Manager Nick Shackelton.

“It was greatly appreciated that we could give our opinions on the best control scheme for locomotive cabs already existing at TasRail," he said. "The 2050s before modification were good, but the angle of the control stand and placement of the

cab layout now is more or less as the team designed it.”

The LLEP has also become a showcase for Tasmanian industry participation, with a dedicated team of TasRail tradespeople and local contractors carrying out the work in East Tamar.

“It’s been decades since work of this calibre has been undertaken locally at

“Every challenge we’ve faced, from corrosion to complex system upgrades, has brought out the best in our team,” Bell said.

“Our project team continues to work with multiple internal stakeholders to resolve concerns when they come to hand. The continuous feedback process will help us to refine the outcomes of the program.

“Every loco teaches us something new.”

The Locomotive Life Extension Project (LLEP) is funded through the 2022–23 Tasmanian Budget.

Image: TasRail

Go-Ahead makes a move

Go-Ahead is one of the United Kingdom’s largest public transport operators, responsible for 35 per cent of all rail journeys. Now it has set up shop in Melbourne to explore opportunities on this side of the world.

Australia is firmly in the sights of one of the world’s leading rail operators – Go-Ahead.

The public transport company has recently set up an office in Melbourne and is gearing up to officially launch its presence Down Under, with an event scheduled for August.

While Go-Ahead is new to the Australian rail market, the company is a big name overseas – serving billions of customers with its bus and rail services across the United Kingdom, Ireland, the Nordics and Singapore.

Rail Express caught up with Patrick Verwer, Chief Executive Officer, Rail at GoAhead Group, on a recent visit to Melbourne.

“We have ambitious plans to build on our recent success and continue to grow our rail operations,” Verwer said.

“We are excited to explore rail opportunities in Australia and New Zealand, where we can apply our experience of operating busy, complex transport networks.”

GOING FOR IT

Go-Ahead is owned by Kinetic, the largest bus operator in Australia and New Zealand, as well as Globalvia, a Spanish multinational transport infrastructure

company that operates in 11 countries across three continents.

“Go-Ahead was acquired by Kinetic and Globalvia two and a half years ago, and Kinetic has been very keen to harness GoAhead's world-leading best practice and experience for new markets,” said Verwer.

“That has encouraged us to go and explore other regions, and we are now actively looking to bid for contracts in Australia.”

Verwer said Kinetic’s existing presence in Australia’s public transport space is helpful as Go-Ahead looks to establish itself further here.

“Go-Ahead Group has got very significant ground capability,” he said. “We’re very experienced operators and we’re already successful in other areas in terms of bids.

“But Kinetic’s local connections and knowledge – understanding the culture, understanding the market, the dynamics – that has been a great facilitator for us to come here and learn and explore.”

THE RIGHT TEAM FOR THE JOB

Michael Contreras, Executive Director of Rail Operations, Australia and New Zealand, joins Go-Ahead from Victoria’s Department of Transport and Planning where he was

Director of Operations and Performance. Prior to that, Contreras spent more than 12 years at Metro Trains Melbourne in key senior roles, such as General Manager of Network Operations.

Contreras said he’s seen first-hand how critical public transport is to the success of a city.

“I’m excited to bring my experience from the Department of Transport and Planning and Metro Trains to Go-Ahead,” he said.

“At Metro Trains, I was involved in everything from assets to rolling stock to maintenance and performance management. I have experienced and been involved in several large-scale unplanned disruptions, and I have seen how critical the railways are to the success of the city.”

Contreras said it is his passion to help support community and social outcomes by having a chance to influence the success of the railways.

“Melbourne’s public transport is really the heart of the city, and we’re happy to have an opportunity to make a positive impact.”

Verwer stresses that although Go-Ahead is an international company and a new player in rail in Australia, it has strong Melbourne roots.

“The Chair of our board and Group Chief Executive Officer of Kinetic, Michael Sewards, is a proud Melburnian,” he said.

“He understands Melbourne’s rail system and he’s always been passionate about it.”

Another prominent member of the Melbourne-based team is Piero McCarthy, Business Development Director for Go-

Govia Thameslink Railway (GTR). “Piero is Go-Ahead Rail personified,” said Verwer.

“He’s an operator through and through and is really looking forward to taking responsibility for developing the Australia/ New Zealand market.”

MANAGING COMPLEX NETWORKS

Kingdom rail journeys. This includes the recently opened Elizabeth Line in London, which Go-Ahead took over in May 2025 in a joint venture with Tokyo Metro and Sumitomo Corporation.

The line is one of the most popular and fastest-growing railways in England, serving more than 700,000 customers each day.

Go-Ahead is one of the largest rail operators

Verwer said having this experience under its belt means Go-Ahead is fully equipped to take on Australian networks.

“We’re predominantly targeting big urban areas, commuter railways or mixed railways, and we know how to do that in complex railway operations environments.”

Contreras said that Govia Thameslink Railway is similar to Melbourne’s passenger rail network in terms of its size and many other aspects.

“We have proven experience running similar networks of similar magnitude, in a similar environment,” he said.

Verwer added that every country and every network comes with its own challenges, but Go-Ahead has the skills and local knowledge to take on Australia.

“We’re not targeting high speed rail or inter-city lines – not because we don’t have the capability, but because urban,

Thameslink is part of the United Kingdom’s largest rail franchise, Govia Thameslink Railway, which is 65 per cent owned by Go-Ahead.

Go-Ahead is experienced in managing complex railway networks.

Cover Story

commuter-style rail networks are our core market,” he explained.

“We’re really good at investing in engagement of communities, meeting passenger needs, and working collaboratively with transport authorities.

“That is one of the main things that sets us apart – the joy we take in working in partnership with Transport for London, the Department of Transport in the United Kingdom, and the transport authority in Stockholm.”

A COMPANY THAT CARES

Go-Ahead is committed to operating responsibly, serving the community and championing diversity and inclusion.

“We’ve implemented several initiatives across our rail operations to make sure that our networks are as open and inclusive as possible,” said Contreras.

“We offer smartphone apps that allow passengers who need assistance boarding and alighting to ensure that a member of our team is ready and waiting to help them.”

Go-Ahead’s Govia Thameslink Railway also established an Access Advisory Panel in 2016. The panel has enabled people with disabilities to share feedback on how to improve accessibility across the network. Its role has included everything from overseeing the design of accessibility training for GTR’s staff to providing input into Department for Transport Accessible Design Standards for stations.

In addition, GTR has organised ‘Try a Train’ events, which provide an opportunity for those who lack confidence travelling via public transport to visit train stations and experience a train journey.

In partnership with The King’s Trust, a charity that supports 11-to-30-year-olds who are either at risk of exclusion from school or unemployed, the operator runs a program called ‘Getting into Transport’.

“We offer vulnerable young adults the opportunity to do a four-week work experience program, and in most cases, these placements have led to full-time jobs,” said Verwer. “We’ve just celebrated the 10-year anniversary of our partnership with The King’s Trust, and we find working with them very rewarding.”

GREENER NETWORKS

Sustainability is very important to GoAhead, with a company-wide goal of achieving Net Zero by 2045.

Its climate change strategy targets a 75 per cent reduction in Scope 1 and 2 emissions by 2035, with its approach including transitioning to zero-emission fleets, enhancing energy efficiency, reducing water use, and improving waste recycling and air quality across its international operations.

“In the United Kingdom, almost all of our trains are fully electrified,” said Verwer. “The Elizabeth Line is running electric trains as well, and Stockholm Metro, which we will start to operate from November 2025, will also be an electrified network.

“We’re also the fastest-growing electric bus operator in the United Kingdom and we’ve recently entered a joint venture with Wrightbus in Northern Ireland to the value of £500,000,000, to buy electric buses from them.

“We're particularly proud to support growth in local jobs through

SAFETY FIRST

Go-Ahead has put various measures in place to ensure safety is always its number one priority.

“We’ve rolled out a safety app for all of our staff, that allows them to report any incidents or potential failures as soon as they see them,” Verwer said.

“When we introduced this, we saw an uplift in reports – not because the railway was suddenly unsafe, but because we made it easier to report things.”

Go-Ahead makes a concerted effort to look after the wellbeing of its team as well

Verwer said Go-Ahead makes a concerted effort to look after its team as well as its passengers.

Patrick Verwer, Chief Executive Officer, Rail at Go-Ahead Group.

Piero McCarthy, Business Development Director for Go-Ahead Rail Australia and New Zealand.

Michael Contreras, Executive Director of Rail Operations for Go-Ahead Rail Australia and New Zealand.

about that when you operate a railway. At GTR, we have a team dedicated to Suicide Prevention, which develops training modules for all of our employees, to engage with the emergency services and Samaritans.”

A COLLABORATIVE OPERATOR

“We pride ourselves on collaborative efforts,” said Verwer. “It's not about us.

“I’m very happy when our clients are happy with the service that’s being delivered, and we get great feedback from passengers and stakeholders.”

“We have stakeholder management teams at GTR, for example, and we gather members of our local communities for Town Hall sessions,” he said.

“We very openly and transparently explain what we’re doing and take feedback on board.

“We’re not defensive – we're very open, we’re accessible and we want to be good partners.”

For Go-Ahead, it’s all about the culture.

“People talk about performance management and incentive schemes. We take solid, efficient operations as a

culture’. He drives that culture all the way through the company, from procurement to the office staff to the cleaning staff. The onboard managers know how to look after the passengers. The drivers know exactly what to do, they are focused and precise.”

Verwer said public transport is one of the greatest enablers of equity and progress in our society.

“When we operate rail networks, we build opportunity.

“At Go-Ahead, we’re here to partner and collaborate with government, industry, and communities to ensure that our

Every member of GoAhead's team takes pride in their work.

Go-Ahead's solar garden at Blackfriars station in London.

Asset Management

RATP: Where heritage meets the future

Preserving historic infrastructure while ensuring network safety and performance is a delicate balancing act, but RATP is up to the task.

RATP Group is a global leader in highcapacity urban rail, and the trusted partner of authorities in 16 countries across five continents, supporting them to make public transport the natural choice for passengers.

With 125 years of expertise, it has developed its know-how in the city of Paris' ultra-dense network.

The company’s vertical integration over the years has enabled it to cover the full value chain, as asset owner and operator, design authority, project delivery entity (on brownfield and greenfield sites, including system integration) and the body responsible for day-to-day operations and maintenance.

As one of the world’s first metros, entering service in 1900, some of the Paris Metro network is well over a century old and features legacy stations. Rail Express found out more about how this has allowed RATP Group to develop its unique expertise in managing industrial heritage.

CRAFTMANSHIP MEETS

INDUSTRIAL EXPERTISE

RATP owns infrastructural heritage including 1000 kilometres of tracks for both metro and Réseau Express Régional (RER) trains, as well as 380 kilometres of underground and elevated structures, 900 escalators, 400 elevators, 2000 kilometres of high-voltage cables, and 368 metro and RER stations.

The rolling stock (approximately 6000 carriages) operated by RATP is the property of transport authority Île-de-France Mobilités. However, RATP is responsible for managing its life cycle, from procurement and network integration to maintenance, minor and major overhaul all the way to end of life.

The Group’s approach is to prolong the life cycle of heritage rolling stock and infrastructure as much as possible.

The teams in charge of maintaining and upgrading rolling stock and infrastructure

over the long-term bring a “unique blend of craftmanship and industrial approach”, according to Sylvie Buglioni, Director of the Project, Technical and Industrial Management division for RATP Group.

“Rolling stock is initially purchased to last for approximately 35 years, but through our technical knowledge, we are able to extend its useful life to 40 or even 50 years,” she said.

Part of RATP Group’s role in managing the network’s infrastructure is ensuring rail safety and service quality over time.

“Managing the life cycle of our heritage is one of our top concerns,” said Buglioni. “Should replacements be identical? Or upgraded? How do you strike a balance between efficiency and history?

“Our goal is also to enable a more reliable and more intense service pattern – more frequent trains to welcome more passengers – which has led us to automate metro lines such as 1 and 4.

RATP has undertaken renovation works to modernise Auber Station in Paris while preserving its unique heritage.

maintenance, operations and engineering, is an asset unique to the RATP Group.”

An example of a project that involved working with heritage infrastructure is the replacement of the Pont de Chartres bridge on the RER Line B.

The old bridge, which was constructed in 1923, was replaced in 2023 with the help of the largest crane ever used on a RATP construction site.

The crane, which was 107 metres tall and weighed 4544 tons, was transported to the site via 240 trucks, and took weeks to be assembled and dismantled.

“The new bridge offers more comfort for passengers, with new ballasted tracks that will reduce traffic noise and vibrations,” said Denis Masure, Managing Director of RATP Dev Australia and the former Head of RER B in Paris.

“The old bridge presented signs of wear and tear and decision was made to replace it to keep ensuring highest levels of safety, reduce noise levels and prepare for the arrival of new rolling stock.

“We have written part of the RER B Line’s long history while welcoming the arrival of new rolling stock at the same time.”

MAINTENANCE ON AN OPERATING NETWORK

RATP Group excels at improving the performance of an operating line by using cutting-edge systems and technologies, while factoring in the line’s history and the environment. Edgar See, Deputy Director International at RATP Dev and former

conversion to fully automated operations, said co-ordinating the maintenance of industrial heritage with other major projects on the network ensures optimum operational performance and provides passengers with the highest quality of service.

“As an example, we were able to adapt and strengthen platforms as part of the conversion of Line 4 to full automation while the line was in operation, to minimise disruption to customers.

“RATP Group honed this skill on the Paris network, and we now do the same for other complex maintenance works in its other networks all around the world.”

This expertise in co-ordinating maintenance and project delivery while managing an operating network is also highlighted by the renewal works on Line A of the RER, the busiest railway line in Europe, serving 1.3 million passengers every day.

The backbone of the Ile-de-France transport network on the East-West axis, it stretches 108.5 kilometres and serves the heart of Paris as well as linking the inner and outer suburbs.

RATP is responsible for maintaining the RER tracks, playing an essential role in the network’s success.

“The ballasted tracks of the central section of the RER Line A, which was put into service in the 1970s, were designed for daily tonnage and therefore mechanical loads, which have increased significantly over more than 40 years of operation,” said

Mathilde Mahaut, Technical Bid Director at RATP Dev Australia and former Head of Safety at RATP Infrastructure.

“The tracks were experiencing several disorders which would have inevitably lead to degradation of rail safety conditions

Inspections carried out in 2009 revealed that a complete renewal of the ballasted tracks in the central section was necessary to ensure that track maintenance was compatible with the operating requirements of this line, with the arrival of new double-

A total of 24 kilometres of track and 27 switchgears located on the central section of RER A between Vincennes and Nanterre Université stations were replaced.

“On an unprecedented scale, this work involved replacing all tracks, ballast and train switching systems,” said Mahaut.

“This operation was even more complex because on the central section, all trains run on two tracks under the tunnel, which made it impossible to carry out this work without interrupting traffic.”

To undertake the work with the least impact possible for passengers, service interruptions were scheduled during the summer months (July and August) from 2015 to 2021.

“July and August were chosen as summer is the least busy time of the year for the network. Alternative transport plans and a media campaign were systematically planned to alert the public.

“This included anticipating reinforcements on metro lines 1, 2, 3 ,6, 9 and 14 to ensure enough capacity on those lines to absorb RER A passengers.”

EMBRACING TECHNOLOGY

While understanding the importance of history, RATP Group also embraces new technologies and equipment to ensure optimum infrastructure management.

One of the solutions it has implemented recently is Perceval, a robot dog developed for the inspection of tunnels and hard-toreach areas. Equipped with a 360 degree pan, tilt and zoom (PTZ) camera with infrared sensor and radio equipment, Perceval has already carried out over 100 inspections and collected visual data of hard-to-reach infrastructure in a safe manner for employees. The robot allows for exhaustive monitoring of the condition of infrastructure and improved management.

Another solution RATP Group has been implementing to enhance safe working conditions for its maintenance teams is the use of exoskeleton equipment to minimise

The Pont de Chartres bridge on the RER Line B was replaced with the help of the largest crane ever used on a RATP site.

Asset Management

physical effort while employees carry out maintenance activities.

RATP Group has also developed inhouse solutions like Maint’Up, an asset management system that gathers, centralises and analyses existing data from all its equipment to optimise maintenance and facilitate the daily work of its teams. By delivering the right information to each user via an ergonomic interface, the solution helps to optimise the frequency of maintenance operations, reduce the use of spare parts, improve upstream understanding of failures and speed up equipment troubleshooting. In doing so, Maint’Up contributes to reducing the total cost of ownership of equipment, facilitating maintenance operations as well as improving the reliability and performance of the network.

The Group has also fostered partnerships with start-ups and laboratories such as Rail Open Lab, to explore solutions to meet its needs and stay at the forefront of innovations.

An example of new technology that RATP Group has harnessed to improve rolling stock fleet management is digital twins.

Maintaining a fleet of 788 trains brings numerous challenges. RATP must continuously deliver updated training to its maintenance teams, optimise its workshops, prepare for the arrival of the new generation of rolling stock, and implement preventative maintenance.

“The use of digital twin technology can support these activities by connecting all of our data in a single space,” said Stephane Mousset, Asset Management Director for RATP Dev Australia.

“We can bring together the information from the train manufacturer, workshop designers, industrial equipment and maintenance team’s workflow in a single 3D model, which improves our infrastructure design and training processes.

“We can also use the technology to test elements in a virtual environment before they are implemented in the real world.”

INNOVATING WITH HERITAGE IN MIND

Several stations on Line 14, the first fully automated Paris Metro line, have designs that nod to the 1970s, when the RER was built.

When the RER opened, RATP witnessed a boom in its ridership. To accommodate 50,000 passengers per hour between two locations, some metro platforms grew from 75 metres to 225 metres.

Instead of ordinary stations, cavernous cathedral-like stations were built to

in turn adopt in the years leading up to 2000, from Bibliothèque Francois Mitterand to Saint-L azare.

To maintain each RER train station’s unique character, RATP has undertaken any necessary restoration work on a case-bycase basis.

“We want the stations to keep their own identities, so we look at each one individually and decide between upgrading them or preserving their heritage,” said Yo Kaminagai, Senior Expert in Urban Mobility Design and Former Head of Design for RATP.

“Auber Station, for example, was built in the 1970s and redefined underground urban planning at the time. However, it slowly lost its identity as elements were added over the years.

“Renovation works led Auber RER station into the 20th century, while revealing its intrinsic character and paying homage to its initial design.”

At Charles de Gaulle – Étoile station, another major hub on the RER A line, visual artists were consulted to give the station an upgrade in the form of a new colour scheme. The result was “bright but subtle” work on the mosaics that grace the station’s arched ceilings and walls, which passengers can admire along the escalator tunnels that connect the metro and RER lines.

“These renovations also focused on improving passenger information, a domain in which the RATP Group is recognised as a global leader.”

workshops within the city of Paris.

To do this, RATP has transformed some of its spaces to accommodation urban densification.

For more than 30 years, RATP has been developing a restructuring and urban integration policy for its industrial sites.

As many of these sites were built at the beginning of the 20th century, they are no longer fit for purpose.

“Sprawling bus depots and maintenance workshops have been demolished and rebuilt, before being incorporated into ambitious programs that prioritise mixed use and social diversity,” said Céline Mazières, Director of Strategy, Marketing and Communication at Solutions Ville, the RATP Group subsidiary offering urban services including real estate to cities and local authorities.

“Such programs enable industrial activity to continue thriving in the city centre, preserving ‘blue collar’ jobs that have made new housing units, offices, shops, childcare centres and gardens a reality.”

Over the past few years, RATP’s Lagny, Jourdan and Belliard bus depots and Vaugirard and Italie maintenance workshops have benefited from this approach, which has allowed new neighbourhoods to spring up.

In total, seven metro workshops and bus depots have been transformed for mixeduse applications in conjunction with the BUS 2025 project, which is transitioning 4700 buses at 25 depots to zero emissions buses by the end of 2025.

The new SYSPAD display provides clear and intuitive passenger information on waiting time and the next train destination for RER A, which comprises five branches.

Friction MANAGED

The power to protect

Protective has developed the world’s only system that can stop machines from contacting power lines whilst allowing them to move out of harm’s way – and it’s now expanding into direct current (DC) detection.

There are no second chances when it comes to working with electricity.

Each year, 4700 people are killed in electrical accidents worldwide, with 10 power line incidents every single day in Australia.

Almost half (48 per cent) of all fatal electrical accidents in Australia are caused by overhead power line contact – usually between a machine and a power line.

With a background in electrical engineering, Karl Rosewarne has been called to the scene of many tragic electrical accidents over the course of his career.

Seeing the loss of life that could have been avoided, he was inspired to do something about it.

“The aftermaths of the accidents I witnessed have been embedded in my brain ever since,” Rosewarne said. “I could see that the problem was human interaction with power lines. There was no way of removing the danger completely, but I knew there had to be a way of removing the issues associated with the hazard.”

Having grown up on an isolated sheep station in New South Wales, Rosewarne was used to thinking outside the box.

power lines, sending a warning to the operator but also physically preventing the machine from making contact with that power line. The system then allows the machine to move out of harm’s way.”

Protective Engineered Safety now designs, engineers, manufactures and supplies multiple industries around the world with equipment for electrical hazard identification and accident prevention.

Karl Rosewarne, Director and Chief Technical Officer of Protective

“When you live in the middle of nowhere, you have to think differently to city dwellers because you can’t just pop into a Bunnings,” he said.

“The way I was brought up was, there’s a solution to every problem – you just have to find it.”

So, Rosewarne got to thinking –and figured that engineering was the only answer.

“I spent five years experimenting with different concepts of what would be practicable.

“I founded my own company, Protective Engineered Safety, and ultimately I came up with product called GoUpSafely.

“GoUpSafely is capable of sensing nearby

As well as GoUpSafely, Rosewarne invented a product called Protective Shield, which identifies potential hazards before an elevated work platform (EWP) incident occurs.

“Everyone deserves to go home safely from work,” he said. “Our products give workers that extra line of defence that can make all the difference.”

GOUPSAFELY

With GoUpSafely, if a machine approaches a live power line, alerts – starting with an amber warning – will be sent to a display that sits inside the cabin.

“You will hear beeping and a notification will come up on the screen as the machine moves closer to the power line,” Rosewarne explained. “If you continue to move closer and the situation becomes dangerous, the beeping will change to a solid tone and GoUpSafely will automatically stop the machine.

“That’s the difference between our system and any other system on the market. It doesn’t matter how determined the operator is to come to harm – the machine will be stopped.”

Rosewarne said this control integration can save lives and prevent damage to valuable equipment, but if operators prefer, they can opt for an alert-only system that will not stop the machine. They can also choose different alert mechanisms, including control panels, sirens and light poles. The GoUpSafely system can be fitted to cranes, excavators, tipper trucks, fire trucks, concrete pumps, bore drills, and many other machine types.

“Typically, GoUpSafely can be applied to any machine that may come into contact with HV (high voltage) sources,” said Rosewarne.

Protective’s GoUpSafely system is designed to detect the proximity of live power lines.

Free from interference from radio and other devices, Protective’s technology makes sure that every detection is a live power line.

Its frequency sensors can tell the difference between harmless or static electricity and a hazard, eliminating nuisance alarms and ensuring operator confidence.

“Every voltage power line puts out some kind of an electric field – and even humans have an electric field or frequency that we operate at,” Rosewarne said. “So, our system will check for an electric field, but it will then also check for frequency.

“If that frequency happens to be 50 hertz or 60 hertz, plus or minus two per cent, then it starts to flag the warning process, because the system then knows what you’re approaching is really live.”

DETECTING DC

GoUpSafely can already detect high-voltage power, and Protective is currently working on the product’s capability to detect Direct Current (DC) electricity.

“At the moment we can help about 90 per cent of rail networks, as most of them are high voltage,” said Rosewarne.

“We are working on the DC side which will encompass pretty much all rail networks, including the tram networks and smaller, private and semi-private rail networks.”

Rosewarne said there is currently nothing on the market that can detect DC, which is leaving rail workers in danger.

“At the moment, the only option is using human spotters, and they’re looking for an electric field – which is something you can’t really see.

“Complacency is a huge issue because some of the older operators have been doing this for 35 or 40 years, and they start to think ‘Well, we haven’t hit a power line yet, we must be safe!’ If your eyesight is not what it used to be, that’s a danger too. It barely takes three or four seconds for a fatal incident to happen.”

Protective’s DC detection will undergo live testing in Melbourne in the coming months, and Rosewarne expects it will be ready to hit the Australian market by July 2025.

FLEXIBILITY FOR OPERATORS

GoUpSafely comes with a smartphone app that allows users to adjust the sensitivity band for alternating current (AC) detection.

“You can adjust how much notice you get as you approach powerlines – for example, if you’ve got a crane that’s working in a 22-kilovolt area but this afternoon it will be in a 132-kilovolt area, that’s a pretty big difference,” Rosewarne said.

“At 22 kilovolts you’re going to get an alert three to four metres from the power line, but if you moved to the 132-kilovolt area without adjusting GoUpSafely, that would mean you would be getting an alert at 10 to 15 metres away.

“That would be a bit of a pain as you wouldn’t be able to work anywhere near a power line without an alarm going off, so

we’ve allowed operators that flexibility to change the sensitivity.”

Rosewarne said this function will also be introduced for GoUpSafely’s DC detection.

PATENTED PROTECTION

GoUpSafely is patented in 57 countries around the world. Rosewarne said this was a lengthy and expensive process, but worth it.

“GoUpSafely is the only system in the world that can integrate with a machine’s control system to physically prevent powerline contact,” he said. “We wanted to protect the intellectual property.

“We’re really happy with our product, we spent such a long time working on it and we’re trying to do something really good for the industry.

“We didn’t want anyone to play with it and inadvertently do damage by bringing something into the market that wasn’t going to be as good.”

In the European Union, power line detection will be mandatory from January 2027.

“You will no longer be allowed to have a machine operating near power lines on any work site in EU countries without power line detection, so it’s starting to happen at a legislative level," Rosewarne said.

THE ULTIMATE SAFEGUARD

Although GoUpSafely’s sensitivity can be adjusted and control integration is optional, once it’s installed, it can’t be bypassed.

“It’s the ultimate safety mechanism,” said Rosewarne. “It totally removes the human element and protects people from themselves.”

If a machine approaches a live power line, alerts – starting with an amber warning – will be sent wirelessly to a display that sits inside the cabin.

The sensors can be attached to a wide range of machines.

Static Frequency Converters: Powering the future of rail electrification

Siemens Mobility has the tools and technology to help networks become greener, more cost-efficient and more reliable.

As the rail industry in Australia and New Zealand continues to evolve, the importance of efficient and reliable electrification planning cannot be overstated. At the heart of this transformation lies the role of static frequency converters (SFCs), a critical technology that ensures the seamless integration of electrical power into rail networks.

SFCs play a crucial role in modernising and stabilising power systems, making them vital components in the transition to greener and more efficient rail networks.

High-performance electrification solutions can increase capacity, cut costs, and propel networks into the future.

They are pivotal in maintaining a balanced load on the three-phase supply network, thereby enhancing power quality and operational efficiency. By eliminating the need for harmonic filters and output transformers, SFCs can reduce carbon footprints and simplify the infrastructure required for modern rail systems.

But what are SFCs, and what can they do?

To find out more, Rail Express spoke to two experts from Siemens Mobility Australia and New Zealand – Leo Beyers, Head of Rail Electrification, and Peter Wagner, Engineering Project Manager.

WHAT IS AN SFC?

Traction power supply systems consist of many components that must interact seamlessly with each other. Traditionally the rail network has taken power from two phases, creating what is known as an ‘unbalanced load’.

An SFC eliminates this by converting the three-phase inputs into a singlephase current.

To put it simply, Wagner said: “Whilst providing the required power to the traction power network, SFCs provide a balanced load to the three-phase power supply network, which in turn provides good power quality back to the network provider, resulting in cost savings for the operator.”

Essentially, SFCs consist of only one converter, which directly couples two networks. Three-phase AC voltage is converted into single-phase AC at the required voltage and frequency.

Beyers said that with conventional power transformers, there is a reticulation of energy (the system of infrastructure and processes used to distribute electricity from a power source to the end-users), from a grid supply of 132 kilovolts, 66 kilovolts, and even 33 to 25 kilovolts.

“A 25-kilovolt AC system is the most wellknown, internationally established means of power transfer to a network of trains.

“With conventional power transformers, this is achieved via step-down transformers – that step down from high voltage to medium traction supply voltage – and then the isolators, disconnectors, and switch gear are used to control and manage the assets.

“Static frequency converters are a bit more complex, but they are now being seen as the new ideal, because they are a highly innovative approach that present a number of benefits.”

THE MOVE TOWARDS SFCS

“In Australia and New Zealand, but also internationally, rail operators are moving towards this new technology that provides a controlled power supply which can be easily adapted and managed whilst ensuring stable operations,” said Beyers.

“Rail operators have identified key benefits from the use of SFCs, which include life cycle cost benefits, maintenance savings and increased availability of the traction supply network.”

As rail networks are electrified to support net zero strategies, future electrification systems need to be able to scale capacity while maintaining the highest availability possible to ensure punctuality and energy efficiency. Grid providers are also increasingly demanding a balanced load with low harmonics. In the future, the operational goals of the system will vary

more than they do today; making quick adjustments a key requirement.

Siemens Mobility has successfully deployed SFCs across numerous projects internationally, including in Germany, the United Kingdom and soon in New South Wales.

“In the United Kingdom, for example, we were able to boost efficiency on the network by using SFCs to create a balanced load,” said Wagner. “This project has had considerable cost savings for the rail operator.”

Beyers said the rail industry’s migration towards SFCs has been happening over the past 10 to 15 years due to the increasing demands by grid operators to manage the load. There has been more momentum recently because a more innovative version of the Direct Current (DC) link converter has been released, which is an electrical module that acts as an intermediary, temporarily storing energy to allow for efficient power transfer and control.

“This is called the MMDC or modular multi-level direct converter, and it uses Insulated Gate Bipolar Transistors (IGBTs) and power semiconductor devices that act as high-speed switching elements in electronic circuits,” he explained.

“Transistors have lower losses than the thyristors used on older SFCs. This higher efficiency translates into cost savings and a reduction in rail’s carbon footprint across the equipment’s service, while its self-healing technology improves system reliability.”

Beyers said Siemens Mobility has adopted MMDCs as an alternative because they make energy management simpler.

“The older DC Link technology can present challenges, which MMDC technology eliminates,” he said. “The topology of traditional DC-Link technology using thyristors as switching devices can affect availability. If one switching device fails it takes some time before traction supply is restored.

“With MMDC, if one IGBT module fails, it doesn’t affect the others because the defective module is automatically bypassed, maintaining the series configuration.

“The SFC continues to provide power to the network and the replacement of the faulty module can be scheduled for a time convenient to operational requirements. The modular approach also makes replacement quick and easy to minimise any down-time. So, it’s a lot more resilient.”

He said that operators can opt to move from DC Link technology to MMDC, and this will help them vastly improve their asset management life cycle.

“When it comes to efficiency and availability, you don’t want to be using old technology.”

CUTTING COSTS AND BOOSTING EFFICIENCY

Beyers said operators' potential cost savings is driving growing interest in SFCs in the rail industry.

“SFCs require an initial investment, but then you really reap the benefits with savings over the entire life cycle of the asset,” said Beyers.

SFCs also offer operators a streamlined, more efficient process. Distance between SFC substations can be increased due to dual side feeding and there is a significant improved volt drop over the line length.

“With a conventional traction power substation, you are only taking two phases out of the three from the national grid,” Beyers said.

“The problem with that is that you have to meet regulatory requirements with the grid supply authority or network distribution operator, and you have to agree on specific power transfer arrangements – for example,

harmonics and negative phase sequence. This can be quite exhaustive and painful, and if you don’t meet them, there are penalties. The beauty of SFCs is, you don’t have to worry about that. It’s really simple to manage with the power industry.”

Beyers said SFCs remove the need for additional monitoring equipment in substations, as well as a cubicle that is shared with local power authorities.

“With SFCs you can have a smaller substation footprint,” he added.

Operators can also save time and money when it comes to maintenance.

“You have fewer assets that can fail, and if they do fail, there are backup components and systems to ensure continued operation, so it’s quite unique.”

Beyers said there are also advantages when it comes to the connections to the railway or Overhead Line Equipment.

“There are benefits in how the static frequency converter protects both directions of an electrical section,” he noted.

“So, one can avoid the need for overhead line (OLE) discrete assets such as neutral sections.

“Put simply, that’s an intricate OLE configuration that you no longer need, that you would need at a conventional power transformer substation to maintain safe electrical phase separation.”

SFCs can also reduce harmonics –interference on the electrical network.

“If you reduce harmonics, again it improves efficiency and saves you money,” said Wagner.

“There are also limits to the amount of harmonic interference that is allowed, and if you don’t meet that, you will need to spend more money on additional equipment.”

With less equipment, there is less of a risk of faults.

REDUCING GREENHOUSE GAS EMISSIONS

Wagner said MMDCs can lead to up to 10 per cent increase in energy efficiency, which means lower carbon emissions, as well as lower operational costs.

There are additional environmental benefits. “Siemens Mobility has a layout where we don’t need an output transformer, we use a reactor instead,” said Wagner.

“The carbon footprint of a transformer is much higher than that of a reactor –almost tenfold. So having the option of using a reactor makes a big difference when it comes to decarbonisation.

“In the design stage of one project a comparison between the DC-link and MMDC layout was made, showing a reduction of 30 per cent of the power modules when using MMDC. This is not just a significant reduction in carbon footprint but also positively affects the physical footprint of the converter station.”

SUPPORTING RAILWAYS

Beyers said Siemens Mobility has the skills and knowledge to support operators with their long-term power supply upgrades.

“If you are considering to expand your network, you’re going to need one or more grid supply points, and that’s where SFCs will provide significant savings long-term,” he said.

“The reduction in equipment needed, the lack of maintenance required and the improvements in efficiency all add up to a cost-efficient solution.

“For years, all around the world, Siemens Mobility recognises the need to increase value sustainably over the entire life cycle, and we are here to help.”

Siemens Mobility has the skills and knowledge to help networks with their longterm power supply upgrades.

Image:

Siemens Mobility

On time running

Martinus steps up

Andy Williams, Martinus’ newly appointed A2I Project Director, explains why delivering the next section of Inland Rail presents a new range of opportunities.

As construction on the Stockinbingal to Parkes (S2P) section of Inland Rail nears completion in New South Wales, Martinus has begun its next major challenge: delivering the complex design and construction of the Albury to Illabo (A2I) section.

Where the previous project was largely delivered from a centralised hub in Forbes, A2I introduces a more geographically dispersed footprint, with dual hubs being established in Albury and Wagga Wagga. The scope and staging are also significantly different, presenting new logistical, technical and stakeholder challenges.

“We’ve collected lessons along the way that will lead to more efficient delivery throughout the next phase,” said Andy Williams, Project Director on A2I.

“We’re moving into a two hub arrangement, with larger teams, more access points and more stakeholders. That changes the game.”

DESIGN AND DELIVERY COMPLEXITY

The core scope of A2I includes enhancements along approximately 185 kilometres of existing rail corridor, including

track realignment and lowering across 14 sites, new bridge installations and removals — both road and pedestrian — re-signalling works, and nine level crossing upgrades, all within a live operational corridor.

The contract is being delivered under an Incentivised Target Cost (ICT) model, with Martinus leading both design and construction activities.

“Whilst the objective of route clearing the line for double-stack trains remains the same, we’re moving to larger scale and more complex works,” Williams explained.

“We’ve got new bridge installations for both pedestrians and roads as well as removals, level crossings, re-signalling works, track lowering sites and bridge removals.

“We’re not delivering typical railway infrastructure outcomes where function is prioritised beyond form. The end result will be bridges that are not only functional but also provide lasting community benefits whilst including design inputs from the local surrounds.”

INTEGRATION WITH STAKEHOLDERS

A project of this nature requires precise coordination between multiple stakeholders.

Early engagement with councils, utilities and the asset owner has been a central part of Martinus’ strategy.

“Early engagement with all stakeholders has been key to the on-time delivery of S2P and will continue for A2I,” said Williams.

“Recognising that we’re working in an existing operational rail corridor means that we need to be considerate of our construction impacts during delivery and the potential for any lasting impacts we leave at completion.”

Martinus’ delivery model includes a central project management office (PMO) based in Sydney and project delivery teams embedded along the alignment. This setup allows for both strategic oversight and realtime problem solving on the ground.

“A job of this size and geographical spread has a unique set of challenges that the Martinus business is well familiar with,” Williams said. “The versatility of the site teams and the proven track record of delivery across remote and rural sites, coupled with the expertise to manage constrained and complex sites like our bridge construction sites in central Wagga Wagga, gives us the breadth of

Martinus has a strong core team that’s evolved alongside the business.

Major Projects

experience needed. “We’re aligned with our client’s delivery team strategy, with a Sydney-based PMO and our delivery teams in the field along the alignment.”

TEAM STRUCTURE AND DELIVERY CULTURE

The A2I team is largely made up of experienced Martinus staff who have delivered major infrastructure together over several projects. That familiarity and shared approach to delivery is already showing up in the early stages of mobilisation.

“We are genuinely fortunate that we’ve got a strong core team that have developed with the business across several projects leading into S2P,” Williams said. “The successes of that project have only brought that team closer together.

“As with all good teams, we target internal growth and engagement at all collective knowledge to the ultimate benefit responsible corporate citizen and ensure

A2I will operate from two major centres – Albury and Wagga Wagga.

The Albury to Illabo section of Inland Rail demands a high level of planning, engagement and adaptability.

Images: Martinus

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Passenger Rail

Transforming Melbourne's rail network

The Metro Tunnel will be the biggest transformation of Melbourne’s rail network in decades when it opens this year – and Alstom is playing an exciting part with its high-tech signalling technology.

The much-anticipated Metro Tunnel is set to open by the end of 2025, marking the biggest change to Melbourne’s rail network since the City Loop began operating in January 1981.

Twin tunnels underneath the CBD will create an end-to-end train line from Sunbury in the west to Cranbourne and Pakenham in the southeast and connect Parkville and St Kilda Road to the rail network for the first time.

The project includes five new underground stations – Arden, Parkville, State Library, Town Hall and Anzac – and connections to the existing network at Flinders Street and Melbourne Central stations.

The project’s signalling system is being delivered by the Rail Network Alliance (RNA), which comprises Alstom, a Joint Venture of John Holland and CPB Contractors, AECOM, Metro Trains Melbourne, and the State of Victoria.

A

FIRST

FOR AUSTRALIA

As part of the project, a new High Capacity Signalling system has been installed

throughout the twin tunnels and on sections of the Cranbourne, Pakenham and Sunbury lines.

The signalling system was delivered by Alstom and uses its world-leading Communications-Based Train Control (CBTC) solution known as Urbalis.

This has been in operation along sections of the Pakenham/Cranbourne line since January 2023, and its installation was the first rollout of High Capacity Signalling on an existing network anywhere in Australia.

THE BENEFITS OF CBTC

The need for mass transit systems with extended capacity is increasing – more people need to arrive at their destination on time, without compromising on reliability or safety. Alstom’s scalable CBTC solutions help to meet this demand.

By wirelessly communicating the location of moving trains to other trains, the railway line and back to signal control centres, train speed can be automatically adjusted to ensure a safe distance from the train in front.

This means the trains can run closer together – compared to conventional

signalling which uses stop and go lights –so more trains can run more often.

Alexander Robinson, Rail Control and Project Engineering Manager of Alstom, said: “Our CBTC system is going to enable much more frequent rail services, and it has already done so on the surface areas in the east of Melbourne. It allows trains to arrive every three minutes – with the potential to reduce to two minutes in peak hour.

“Alstom’s CBTC and the Metro Tunnel project as a whole will not just enable higher capacity on the Sunbury Line and the Cranbourne/Pakenham Line, but will also free up space on the existing rail network.

“More space in the City Loop means capacity for other lines to increase services too.”

A BESPOKE SYSTEM

The Metro Tunnel project is the first mixedmode signalling application in Australia, with Alstom combining CBTC with mainline signalling on the same line.

“The system had to accommodate existing trains, such as V/Line and freight trains, as well as the new ones,” Robinson said.

Alstom’s global technology and local know-how have come together for the project.

“This meant that the existing signalling design had to be retained to a certain extent, so we created a bespoke system for the customer.”

Creating this tailored solution was quite a complex endeavour.

“Mixing the CBTC system with the existing conventional signalling was probably the most significant challenge of the project,” Robinson said.

“To a certain extent, we had to reverseengineer Victorian signalling principles that have been built up over the past 100 years and incorporate those rules into modern CBTC signalling technology.”

Robinson said this is where Alstom’s global technology and local know-how came together to meet the needs of the customer.

“We brought in some international expertise from the home of our Product Centre, which is in Pittsburgh in the United States.

“It was great to marry their knowledge with that of our team on the ground in Melbourne, and come up with a solution that was both local and international.”

PUNCTUALITY AND RELIABILITY

As well as more frequent trains, Melbourne commuters can look forward to more punctual and reliable services.

“We have replaced a lot of the older track circuits with modern axle counters, so there has already been an uplift in reliability, and this will continue when the tunnel opens,” Robinson said.

“There will still be a driver on board, but once the trains are within the CBTC area they will be more consistent in maintaining runtime and punctuality.

“Even in the event of a failure of the conventional signalling system, the CBTC trains will continue to run.”

PLATFORM SCREEN DOOR TECHNOLOGY

Alstom’s CBTC solution delivers Platform Screen Door (PSD) technology that enables the platform and train doors to open at the

same time. While in use in many other cities around the world, the technology is a first for Melbourne and has been installed at all five of the new stations as part of the Metro Tunnel project.

“A large proportion of rail safety incidents happen at that train/platform interface, where passengers can come into contact with a moving train,” Robinson said.

“The PSDs bring an extra level of safety by separating passengers from the rolling stock while it is in motion.”

The PSDs can also ensure trains run on time.

“Trains are often late because passengers are trying to board after the doors are closed, or they are still in contact with the train so the driver can’t safely depart. The PSDs can help prevent this.”

INNOVATING SOLUTIONS

On most of Melbourne’s rolling stock, the train doors are located inside the car body. This creates additional space between the train door and the PSD, which poses a risk of passenger entrapment.

most of the clever equipment is on the train itself.”

To mitigate this, Alstom has undertaken extensive design work to ensure passengers are safe at all times.

Skylar (Xin) Qi, System Integration Test Engineer at Alstom, is part of the lab team that is delivering the technology.

“We have come up with a special design for the back of the door, with fins or boxes to fill the gap,” she said.

“If anyone was in that gap when the Platform Screen Doors closed, the doors would reopen because mechanical devices are in place that will detect a person there.”

Qi said the technology has already been through multiple rounds of testing, on site as well as using PSD simulators in the lab.

“Safety is our number one priority,” she said. “If an issue is detected, it is reported immediately and we come up with a plan to resolve it.”

MAINTENANCE SAVINGS

Robinson said Alstom’s CBTC solution can reduce the amount of equipment required by operators, saving them money and time spent on maintenance.

“In the tunnel, there’s no need for the existing lineside equipment,” he said.

“We do have large axle counter sections to fall back on, just in case there is a problem, but within the tunnel itself there’s very little wayside equipment – just the radio itself and a few beacons or norming points that help locate the train.

“Having very little wayside equipment means minimal wayside maintenance, as

This also means not having to access the tunnel to fix track circuits, signals or other wayside interfaces.

“That’s a reduced cost in itself, but more significantly, you don’t have to close the railway line for maintenance.

“In other countries, the CBTC technology has enabled almost 24/7 operation.”

As the modern CBTC system is more software-based than mechanical, Robinson said more data is available to maintenance teams.

“That data can be used to optimise maintenance and react to problems sooner,” he said. “The amount of data can be overwhelming, but Metro Trains has formed a special team to maintain the system.

“Alstom has been working closely with them for the past two years, and they are very competent.

“We have a 10-year service agreement with Metro Trains so we will be providing maintenance support as well.”

EXCITING TIMES

Robinson has been involved in the Metro Tunnel project for more than ten years, and he’s excited for opening day.

“The Metro Tunnel will make a major difference, not just for the people who live along the corridor but for a significant number of commuters and other users of public transport in Melbourne,” he said.

“Even in terms of architecture, the new tunnel stations are incredible.

“It’s going to be like nothing Melbourne has ever seen before.”

Alstom's Platform Screen Door technology improves passenger safety.

Alexander Robinson, Rail Control and Project Engineering Manager of Alstom, has worked on the Melbourne Metro Tunnel Project for the past ten years.

S&V: A quiet achiever

Passenger Rail

Schrey & Veit’s German-designed rail dampers are gaining traction across Australia. We find out more about the benefits they bring for operators, passengers and communities.

In Australia's expanding metropolitan areas, rail infrastructure tends to draw a lot of noise – both literally and politically.

Communities protest rising decibel levels. Councils battle cost blowouts.

Engineers weigh up noise reduction options that will stand the test of time, terrain and temperament.

In this contested space, German firm Schrey & Veit, better known as S&V, is making a serious impact.

Its innovative rail dampers are helping Australian operators create quieter, smoother and more efficient rail systems without the need for major structural upheaval.

Already rolled out in Sydney and Perth, and with tenders underway elsewhere in the country, the product is changing how planners approach rail infrastructure –especially where space, aesthetics and budget constrain more traditional noise mitigation efforts.

GAINING TRACTION IN AUSTRALIA

S&V has manufactured more than seven million rail dampers, and the product is already installed in 27 countries and counting.

just in equipment, but labour, and skilled maintenance crews are in short supply everywhere,” Schneider said.

“In some cases, the drop in rail wear and tear due to our dampers has been dramatic. We had clients in Asia who went from grinding 20 to 30 times a year to just three or four times.”

Karl-Stephan Schneider, Chief Executive Officer of Schrey & Veit

said Australia is now one of its most important markets.

“We had a huge project in Sydney last year, and our first containers have arrived in Perth and are being installed.

"The feedback has been very good from Australian operators, which is why we’re continuing to grow here.”

SILENCE AND SAVINGS ON THE SAME TRACK

S&V’s rail dampers use a mass spring system to combat the vibrations created when trains pass over rails, thus reducing rail noise.

The reduction in rail vibration can also lead to less rail corrugation, which

For operators with long regional lines, particularly in freight-heavy states such as Western Australia and Queensland, the reduced need for maintenance can be more compelling than the noise benefits.

“Our product is just as relevant outside urban centres,” Schneider said. “Even where there’s no community pressure around the noise of the rail, corrugation and labour shortages make maintenance a major concern.”

When maintenance teams do need to carry out rail grinding or tamping, the dampers don’t get in the way.

“You can do everything with the dampers in place,” Schneider said. “There are no restrictions.”

That flexibility has proved crucial for operators trying to minimise downtime and streamline inspections.

The dampers reduce noise pollution and rail corrugation at the same time.

Images: Schrey & Veit

Passenger Rail

WHERE WALLS WON’T WORK

Traditional noise walls may reduce sound from the rail, but they are often unsightly and may not be an option in dense or protected areas.

Planning overlays, land availability, and aesthetic objections can all derail wall-based solutions. In such contexts, rail dampers offer a much more discreet alternative.

“In tunnels or narrow corridors, there’s just no room for noise walls,” Schneider said.

“In UNESCO (United Nations Educational, Scientific and Cultural Organisation) heritage areas, you’re not allowed to build them.

“Or sometimes local communities just don’t want them. They say, ‘You’ve reduced the noise, but now I’m staring at a concrete wall.’”

That problem is amplified in multi-storey buildings, where sound deflects upwards.

“Noise walls only protect the first couple of floors. For people living higher up, they don’t help,” he said.

In contrast, S&V’s dampers are mounted at track level and remain invisible from the street. There are no bulky supports, visual obstructions, or risk of graffiti.

“When we install our dampers, you don’t see them, you just hear the difference,” Schneider said.

“Our dampers are also maintenance-free, unlike noise walls which require regular inspections and cleaning.”

CUSTOM-TUNED FOR AUSTRALIAN EXTREMES

S&V’s rail dampers attach using a clipon system that requires no adhesives or structural anchoring. This allows for rapid installation, up to 300 metres per hour, and easy removal during rail replacements.

“They’re reusable,” Schneider said. “When it’s time to change the rails every 10 to 15 years, you just take them off and clip them back on after.”

More importantly, each damper is tuned to match the specific noise profile of the location.

“For recent projects, the customer told us exactly which high frequencies they wanted to eliminate,” Schneider said. “We adjusted the tuning to match.”

That tuning happens in S&V’s own laboratory, where the team tests and calibrates each unit against project-specific rail data.

In some cases, they work directly from the customer’s sound measurements. In others, they provide recommendations based on in-situ diagnostics.

Climatic durability is also front of mind. While European specifications require

dampers to last 13 years, Australian standards demand 20. That means adapting materials to cope with high Ultraviolet (UV) light, ozone exposure and extreme heat.

“We’ve done a lot of research and development work to meet that requirement,” Schneider said.

“In places like Korea, temperatures can swing from minus five Celsius to plus 35. In Australia, we face very high UV. Every country is different, so we adapt.”

S&V’s dampers are also certified fireresistant, making them suitable for tunnel installations and other high-risk zones.

BOOTS ON THE GROUND

While S&V’s manufacturing remains in Germany, local partnerships have been key to the company’s success in Australia.

Based in Perth, GM Rail handles customer support and logistics in Western Australia, with another partner supporting projects on the east coast.

“It’s always easier when someone local can pick up the phone,” Schneider said. “Customers want quick answers, especially when you’re in a different time zone.”

That responsiveness extends to technical support as well. When a Sydney customer requested a live test installation, S&V sent three pallets of dampers and an engineer on the next flight.

“We’re not a huge corporation,” Schneider said. “We’re mid-sized so we can move fast. If someone says, ‘We need you on site next week,’ we go.”

The dampers are easily installed using a clip-on system.

Virtual Worlds for Real Life

Built on the 3DEXPERIENCE platform, Dassault Systèmes’ Rail Freight Operations solutions leverage data-driven planning, and simulation to optimise crew, fleet, and yard activities in real time. Operators gain end-toend network visibility, streamlining logistics while cutting delays, costs, and environmental impact.

For more information, visit 3DS.com

An Olympic-sized challenge

With Brisbane getting ready to host the 2032 Olympics, KeTech tells us how its information systems could equip the city with a connected network that will enhance the passenger experience and streamline operations.

As Brisbane gears up to host the 2032 Olympic and Paralympic Games, the city is looking to do more than just upgrade its transport infrastructure.

The challenge isn’t simply about getting athletes and spectators from point A to point B. It’s about moving people seamlessly and safely, creating an experience that feels effortless, and, most importantly, accessible to everyone.

Transport is the Olympic event no one sees – until it breaks. The Queensland Government is expecting an influx of millions of people, and transport networks will need to flex and adapt to handle Olympic crowds.

Brisbane is already laying the groundwork. With $7 billion committed through the South East Queensland City Deal, and major projects like Cross River Rail and Brisbane Metro already under construction, the physical network is growing fast. But in 2032, movement won’t just depend on tunnels, tracks and timetables. It will depend on information.

The International Olympic Committee (IOC) defines Olympic legacy as the longterm benefits for the area and its people. It says the Games should lead to better places to live and work, a stronger economy, and a happier society. That includes smart building, using high-quality materials

and caring for the environment. But it also includes the digital infrastructure – the intelligent systems and connected technologies that make cities more efficient, inclusive, and ready for the future.

The Brisbane 2032 Olympic and Paralympic Games offer a rare chance to get it right. With the right investment in both physical and digital networks, the region can create a transport system that’s not only fit for a global event, but fit for the everyday lives that follow, with benefits that stretch far beyond the stadiums.

A well-designed, data-enhanced network will support South-East Queensland as it grows – and deliver long-lasting value to regional communities through better accessibility, innovative technology, and smarter movement from start to finish.

SMART STATIONS

Speaking of the start of the journey, let’s talk about stations. No matter how advanced trains are, the passenger experience begins long before they step onboard.

For Brisbane 2032, stations will need to do more than move people. They’ll need to inform, guide, and support them in real time.

That’s where KeTech’s real-time Customer Information System (CIS) comes in –turning every station into an intelligent hub that keeps passengers connected and in control.

KeTech’s CIS is also available as a web version of the main system. This means

A data-enhanced network will support South-East Queensland as it grows.

KeTech’s real-time Customer Information System keeps passengers connected and in control.

that the same live information displayed in the station can be shown on any webconnected device, such as a large screen or TV in nearby locations including cafés and bars, to help with passenger flow and crowding at the stations.

“KeTech’s CIS welcomes passengers into the station with dynamic, intuitive displays offering live, clear journey information,” said Paul Warren, Sales Director for KeTech.

“Want to know which platform has the next train? The next fastest service? The status of lifts for accessibility? It’s all there – updated in real-time.

“This level of intelligence transforms stations from passive transit points into active participants in the passenger journey.”

Operators can manage key pinch points by manually sending targeted messages to specific platforms, individual trains, or entire fleets.

Warren said these capabilities support effective crowd control and zoning, while the system's ability to display carriage lettering for incoming trains enhances clarity and streamlines passenger boarding.

“KeTech’s systems don’t just push out data – they present the right information, to the right person, at the right time,” said Warren. “That includes those who need it most.

“Real-time updates on lift status, accessible toilets in the station, and on the incoming train, step-free access, and multilingual support ensure that the system works for everyone, not just the confident commuter.

“In an event like the Olympics, inclusivity isn’t optional, it’s essential.”

THE FUTURE OF PASSENGER ASSISTANCE

Warren said KeTech’s intelligent systems provide clarity for passengers, helping to free up station staff to deliver hands-on support where it’s needed most, managing live operational challenges, and enhancing the overall customer experience.

“When human help isn’t immediately available, KeTech’s interactive help points fill the gap.

“Strategically placed across stations, they’re easy to spot, intuitive and inclusive.”

KeTech’s systems provide real-time, personalised guidance, whether that’s navigating a disruption, re-planning a journey, or updates on accessibility features like lift status or alternative stepfree routes.

The help points are multilingual and designed with accessibility in mind, with Australian Sign Language/AUSLAN

integration and moveable height for wheelchair users.

“Brisbane doesn’t just need smarter trains; it needs smarter stations,” said Warren.

“With KeTech’s systems in place, the network becomes cohesive, inclusive, and built around real passenger needs from platform to venue, during, and long after the Games.”

REAL-TIME, ALL THE TIME

“New trains are being built for modern travel – but Brisbane still needs to give them a brain,” said Warren.

KeTech’s Passenger Information System (PIS) is the intelligence that transforms a train from a mode of transport into a realtime, enhanced travel experience.

It connects passengers to accurate, up-tothe-minute information, on-seat availability, station stops, service changes, and onward multimodal connections so they can make better decisions, faster.

Warren said clarity is critical during the Olympic Games, when millions will be navigating an unfamiliar network under pressure.

“KeTech’s system can provide consistent, network-wide updates that reduce confusion, manage crowding, and optimise passenger flow across the city.

“Live updates help passengers adapt on the go, rerouting around congestion, arriving relaxed, not rushed. The result? A more resilient, responsive transport system, not just for the Games, but for the everyday journeys that follow.

“This is technology that’s already loved by passengers and UK operators, proven in rail networks, ready to scale, and built to meet the pressures of a high-demand

THE ART OF THE AVAILABLE

The 2032 Olympic Games provide a unique opportunity to showcase Brisbane as a modern, forward-thinking city.

“By leveraging KeTech’s smart technology, Brisbane could lead the world in offering a seamless, intuitive, and accessible transport experience,” said Warren.

“The combination of real-time data, interactive help points, and end-to-end journey information will not only make the Olympics a smoother experience for all involved but will set a new standard for rail transport in the years to come.”

Warren said that unlike traditional solutions that rely on multiple disconnected systems, KeTech doesn’t bring five different systems to the table – it brings one.

“KeTech’s Universal Information System (UIS) is the overarching architecture that integrates information systems seamlessly across the rail environment.

“It enables systems to talk to each other, for data to be shared and disseminated in real time, delivering consistent, rich journey information through every channel – on station, on platform, on train, in the driver's cab, and in the control room.”

With UIS, Brisbane gains a “truly connected” network that communicates as one, ensuring every part of the system works together to enhance the passenger experience and streamline operations before, during, and long after the Games.

“This is more than just an innovation, it’s a revolution, and KeTech is at the heart of it,” said Warren.

“The future of transport in Brisbane is already here, and it’s looking smarter, smoother, and more inclusive than before.

“Let’s get ready for a journey that is as

Major projects like Cross River Rail and Brisbane Metro are already under construction ahead of the Olympics.

Image: Cross River Rail

The workhorse of high-rail grinders Plant and Equipment

The

team at Loram share the advantages of their High-Rail Speciality Grinder – a small machine that packs a big punch.

Loram’s High-Rail Speciality Grinder.

The Truckable Rail Grinder, or RGT, is a compactly-built workhorse that enables the processing of all clearance profiles, all common track gauges and even the tightest curve radii without restrictions.

“Our RGTs are small machines that are capable of doing big work,” said Nathan Usher, Regional Sales Manager for Loram Eastern Australia.

“They are deployed on light rail, through passenger rail networks and heavy haul as well. They’re a bit of a pocket rocket!”

A VERSATILE SOLUTION

Loram’s RGTs can easily travel on road or rail, giving operators more flexibility.

to transit through rail networks and take up train paths,” explained Usher.

“It’s also four-wheel drive with high road clearance, so it can traverse steeper inclines that a lot of the larger truck grinders cannot.”

Each grinding unit in the RGT is equipped with 12 spindles, each delivering 12 kilowatts of power, suitable for short-pitch corrugation grinding and the profiling of both grooved and Vignole rails.

The settings can be adjusted manually, to suit the condition of the rail.

“The RGT is infinitely variable,” Usher said. “It’s fully gauge convertible in just four hours, and it’s also flexible enough to grind on embedded track.

the turnout.”

Luke Carmody, Assistant Manager at Loram, said the RGTs can grind the complete turnout, including the crossing, frog, blade and swing nose.

“They can grind up to within about 10 millimetres thickness of the blade,” he said.

“Larger machines are much more powerful and that can cause damage if you grind towards the thinner part of the blade too much, but these machines are so versatile and precise, they don’t cause that damage.”

Usher added that the RGTs can grind through quite a number of components that normally get lifted over and have to be ground by hand.

Images: Loram

The RGT is equipped with rail travelling gear that is also hydrostatically driven.

“This comes back to boots on the ballast – one of our customers’ biggest initiatives is to get humans out of the rail corridor as much as possible, away from manual tasks.”

CLEAN MACHINE

Each RGT is equipped with a Diesel Particle Filter (DPF) and two hydraulic dust collection systems.

“The dust collection systems play an important health and safety and environmental role,” said Carmody.

“The more dust you can filter out during grinding, the better. Our teams will do a clean-up process as well, especially around turnouts and crossings, using blowers to remove any excess material that’s left behind.”

Usher said dust removal is even more important in a tunnel environment.

“If debris gets left in a tunnel, as a train passes through, it drags the contaminant with it,” he said.

“It’s not a hazardous dust – it’s classed as a nuisance dust – but you still don’t want passengers breathing that in.

“And at the most rudimentary level, it makes a mess!”

ALWAYS EFFICIENT

With a working speed of up to five kilometres an hour, removing up to 12 millimetres squared per pass, the RGT delivers cost-effective maintenance.

“The machines are highly effective and efficient, from profile maintenance through to defect correction,” said Usher.

“Depending on the scope of work and the condition of the rail, we can get a lot of work done very quickly.

“If the rail is heavily defected, our production speed will be lower but the job that’s going to be achieved is far superior compared to larger machines.”

KEEPING AN EYE

The RGTs come with three video monitoring cameras for assistance when putting the machine on track and traversing rail.

“You can actually watch when the machine is on-tracking, where the wheels are going down,” said Carmody.

“That assists with safely on-tracking the machine. We still use a spotter, but the cameras provide an extra layer of safety so the operator is not completely reliant on the spotter.”

CUSTOMER FEEDBACK

Loram supplies machines and trained operators to carry out rail maintenance

on a contract basis, and has had great success with the RGTs since they arrived in October 2024.

“We’ve had very positive feedback from customers,” said Usher. “Not many weeks go by where a customer hasn’t come to us with a new request for how they want to apply the machine.

“We’ve used the machines on everything from light rail to metro networks to heavy haul, expanding their use further than they have been applied before. That comes back to the precision of the

work that can be done, especially in the turnout space.”

SEVEN DECADES OF EXPERIENCE

With a 70-year plus legacy of serving the railroad industry, Usher said the key to Loram’s success is its people.

“The expertise that we have and the experience over 70 years in rail profile conditioning and that rail/wheel interface, and how that extends the life of the customers’ assets – that’s what we bring to the table.”

The "pocket rocket" can take on tasks that most large machines cannot.

The grinding pressure is regulated electronically by proportional pressure valves.

Virtual twins: A musthave for the rail industry

An innovative digital platform is transforming the Australian rail sector – Dassault Systèmes explains how.

The Australian rail industry is facing mounting pressures around safety, efficiency and sustainability – fortunately there are technology solutions that can help.

More and more, operators are turning to virtual twins, which offer numerous benefits from smarter, safer operations to faster project delivery and compliance.

Tony Rakuljic and Phil Barrett from Dassault Systèmes share why virtual twins are seen as essential tools in the rail industry, and where Dassault Systèmes’ 3DEXPERIENCE platform comes into play.

THE 3DEXPERIENCE

3DEXPERIENCE (3DX) is a collaborative business and innovation platform that provides organisations with a holistic, real-time vision of their business activity and ecosystem.

“Collaborative is the key word here,” said Barrett, AP South Rail Sales Expert for Dassault Systèmes. “What it means is that an organisation can have internal and external stakeholders working together on a project, on a centralised platform, at the same time.

"This provides for faster delivery with less risk and less waste.”

The 3DEXPERIENCE platform allows companies to create and visualise virtual twins of products, processes, and operations – from design all the way through to manufacturing and maintenance.

“If you’re building something like a tunnel or a railway, for example, it’s a big project with a lot of different stakeholders involved, from subcontractors to the government.

“The 3DEXPERIENCE platform can be used to design and build the project within a virtual environment before ‘turning any soil’.

“Any changes can be modelled and tested before going into physical build. Once in operation the platform remains in place to model any future requirements.”

The 3DEXPERIENCE platform digitally connects all participants to the innovation process with secure, real-time collaboration.

Virtual twins can help with everything from optimising rail crew operations and improving fleet management to maximising network and service capacity.

BRINGING DATA TOGETHER

Tony Rakuljic, Senior Client Executive for Dassault Systèmes ANZ, said the 3DEXPERIENCE allows customers to choose what elements they want to model, from an entire system to a component.

“It could be the rail corridor infrastructure, the platforms or the operations, for example,” he said. “The technology can internally share information across service planning, fleet planning, crew planning, terminal planning and more.”

He said it allows operators to unlock data they might already have.

“It can include data from digital engineering, from Building Information Modelling, and it can also connect to data sources such as existing Enterprise Resource Planning systems and Enterprise Asset Management systems.

“You could even input geological information for tunneling projects, for example, and see – if we dig a tunnel here what else is involved, will there be a knockon effect in other areas?’

SMARTER, SAFER OPERATIONS

Using a digital twin, operators can carry out tests in a simulated environment rather than the real world.

“If you’re going straight from design into the engineering and build side of a project, you have to do physical tests, and the physical side of rail is time-sensitive and expensive,” said Barrett.

“Some of those tests are going to fail, and you will probably have to do them over and over again until you get it right, which wastes time and money.

“In a virtual environment, you can carry out tests without those repercussions.”

Barrett said virtual twins can also keep rail crews out of harm’s way.

“Once a project is operational and people are working on it day to day, if you were to decide that you wanted to add or change something, you can model that using a virtual twin before it is implemented,” he said.

“One of the parameters of the virtual twin could be the safety of the personnel that you’re sending out to do work on the tracks.”

The 3DEXPERIENCE platform can be used to simulate various ‘what if’ scenarios, from supply chain issues to service delays or even train derailments.

“Train derailments don’t happen often, but they can happen,” said Barrett.

“We can provide modelling of a track and network, the rolling stock, the weight of the carriages if they are carrying freight, the aerodynamics, the configuration of the train etc, to reduce the risk of derailment and the loss of life, as well as financial costs that could be associated with that.”

REDUCING SILOS BETWEEN DEPARTMENTS

Barrett said having fully integrated rail operations is the ultimate goal for operators, but many of them have not yet achieved that goal.

“They would like to have every aspect of their rail operation connected together, to become more efficient,” he said.

“This involves co-ordinating rail-related functions such as planning operations, rescheduling when there’s a disruption on the network, and sharing real-time information to allow for better decision making, improved communication and faster action.

“You’ve got a list of things that need to work together, from your track to the trains

themselves to infrastructure like stations and yards to signalling systems, passenger flows, the crew and more, but these components often operate in silos, with varying levels of connectivity.”

Barrett said virtual twins can be used to help operators achieve their ambition of having fully integrated rail operations.

“If physically, you are at different stages of your journey towards a fully integrated rail operation, you can model that fully integrated operation in the virtual world and see where you would like it to go.

“The virtual twin then becomes a decision-making tool in terms of what you're going to integrate next, or what project you're going to invest in.

“In can help with everything from optimising rail crew operations and improving fleet management to maximising network and service capacity.”

By validating designs and processes early through virtual testing and simulation, rail operators can streamline project timelines while ensuring compliance with safety and engineering standards.

“Legal and regulatory teams can oversee the entire process using the 3DEXPERIENCE,” Barrett said.

“This improves stakeholder confidence throughout the project cycle.”

GOING GREEN

The 3DEXPERIENCE can also help operators in their journey to become more sustainable.

“One of the trends we’re seeing with our customers, particularly in freight, because freight trains are typically diesel, is an interest in fleet decarbonisation,” said Barrett.

“They are wondering whether to get rid of their diesel trains and buy new, batteryoperated trains, or look at a hybrid approach where they have diesel-operated trains that can switch to battery, or using hydrogen batteries instead of diesel.”

A MUST-HAVE FOR THE RAIL INDUSTRY

Barrett said that while twins cost money to build, the benefits make the investment more than worthwhile.

“Rail operations management is complex, and traditional approaches – with data silos and disjointed processes – don’t really cut it,” he said.

“By providing an organisation’s entire ecosystem with a single version of the truth, the 3DEXPERIENCE sets the stage for a new era of excellence in rail infrastructure management and end-to-end rail operations.

“Virtual twins are no longer an optional extra for rail operators – they are a must have.”

Operators can save time and money by carrying out tests using a virtual twin rather than in a physical environment.

Images:

Passenger Rail

Keeping your cool

Changes are coming for the refrigerants used in air conditioning on passenger trains, and operators need to start preparing for what comes next.

Australia’s rail operators are facing a major challenge – the refrigerants that currently keep passengers cool are heading for extinction.

Under the Kigali Amendment, an international environmental agreement, potent greenhouse gases called Hydrofluorocarbons (HFCs) are being phased out.

Suppliers are already winding down stock and transitioning to alternatives with low Global Warming Potential (GWP).

For operators still reliant on legacy refrigerants for their air conditioning needs, the cost of inaction may not be immediate, but it will be steep.

“The writing is on the wall,” said Joshua Pitcher, Engineering Manager Heating, Ventilation and Air Conditioning (HVAC) at Knorr-Bremse Australia.

“Refrigerants like R407c and R134a, with high GWP, are going obsolete.

“If operators don’t act soon, they’ll be caught without parts, supply, or a plan.”

UNDERSTANDING KIGALI’S IMPACT ON RAIL

The Kigali Amendment is part of the Montreal Protocol – a landmark international agreement to protect the Earth’s ozone layer by phasing out the production and use of ozonedepleting substances, particularly chlorofluorocarbons (CFCs).

The Montreal Agreement was signed in 1987 and subsequently ratified by 198 nations.

“Today we see the ozone layer shrinking and healing, and the latest predictions are that it will close within our lifetimes,” said Pitcher.

“It’s considered to be one of the most successful environmental agreements in history.”

Following this success, member states met in 2016 to draft the Kigali Amendment, which aims to reduce worldwide HFC use.

“HFCs can be thousands of times more potent than carbon dioxide as greenhouse gases,” said Pitcher.

“To put it into perspective, just one kilogram of F407c, a popular refrigerant used in rail, has a greater greenhouse impact than the annual usage of the average small-to-mid-size car!”

To maximise the benefits of reduced greenhouse gases, Australia has committed to an aggressive reduction target in the short-term, cutting HFC imports by more than two-thirds by 2026.

That will pose problems for the rail sector, where air conditioning systems completely rely on imported refrigerants.

“We don’t make refrigerants in Australia,” Pitcher explained. “We import 100 per cent of them, and the government is reducing how much global warming potential can be imported each year. This isn’t just about environmental policy; it’s a supply issue.”

And supply is already tightening. European markets, which entered the phase-down earlier than Australia, have experienced steep price spikes.

“The price of some refrigerants initially jumped tenfold in Europe,” Pitcher said. “Australia may see the same if we’re not ready.”

IT’S NOT JUST ABOUT SWAPPING GASES

Replacing train air conditioning refrigerants isn’t always straightforward. While some legacy systems can transition to low-GWP alternatives with minimal changes required, others require reengineering.

R134a systems, for example, can often be adapted to use R513a, a non-flammable

refrigerant with around one-third the global warming potential. But R407c has no such non-flammable equivalent.

“That’s where it gets tricky,” said Pitcher. “To move away from R407c, you need to embrace low-flammability refrigerants.”

This has raised safety concerns across the rail industry. Trains carry large volumes of refrigerant and transport hundreds of passengers, which makes flammability a sensitive issue.

“Operators are cautious, naturally,” Pitcher said. “But low-flammability refrigerants require extremely specific conditions to ignite.

"They don’t spark like propane on a barbecue. You’d need a perfect storm of high concentration, a flame, and containment for them to pose a risk. In most real-world scenarios, that just doesn’t happen.”

He added that Knorr-Bremse’s latest designs, available through its HVAC technology brand Merak, account for these factors.

“We’ve engineered systems where risks are actively mitigated. If the refrigerant leaks, it will dilute externally to a nonflammable level very quickly. Leaks within the passenger areas are eliminated through design. Even if it does catch fire, the propagation of the flame is very slight.

Knorr-Bremse is a pioneer in CO2 and Propane-based air conditioning.

It’s basically self-extinguishing and not explosive like propane.”

OBSOLESCENCE IS ALREADY UNDERWAY

Pitcher said that if operators think stockpiling HFCs is a solution, they should think again.

“Even if you’ve got ten years’ worth of refrigerant in storage, it won’t matter if your compressor breaks and the replacement part is no longer being made,” Pitcher said.

Brett Barty, Head of Business Development at Knorr-Bremse, said component manufacturers are also transitioning away from HFCcompatible systems.

“We’re already seeing component suppliers shut down product lines tied to legacy refrigerants,” he said.

“They’re future-proofing their own operations, which means old systems will become increasingly unserviceable.”

Train HVAC systems are designed to last 30 years or more, and ongoing parts support is essential. However, as the refrigerant supply shrinks, so does the supply chain for compatible components.

“The whole ecosystem is shifting,” Barty said. “Refrigerants, compressors, seals, valves – it all has to evolve together.”

TIMING IS EVERYTHING

The key to managing this transition is synchronisation. HVAC systems undergo major overhauls every eight to 12 years, presenting an ideal refrigerant conversion opportunity.

“If you time it with your scheduled maintenance, you can minimise cost and disruption,” Pitcher said.

“Instead of swapping a compressor for a like-for-like unit, you replace it with one suitable for a new refrigerant.

“The price may be comparable, and you’re doing the work anyway.”

Failing to plan could mean doubling up on costs or worse – missing critical maintenance windows and grounding trains.

“You don’t want air conditioners sitting on pallets in a depot because the refrigerant or compressor is unavailable,” Barty said.

“We’ve seen what happens when supply chains break down. In rail, that leads to delays, cancellations, and unhappy passengers.”

LESSONS FROM EUROPE, SOLUTIONS FROM AUSTRALIA

Europe’s rail sector is ahead of the curve, with Knorr-Bremse’s HVAC team in Spain already delivering propane-based systems to operators such as Deutsche Bahn in Germany. These units have passed strict safety audits and deliver energy efficiency gains.

“Propane is one of the best refrigerants available in terms of performance,” Pitcher said. “With proper engineering controls, it’s also safe.”

Knorr-Bremse is also exploring tropicalrated carbon dioxide (CO₂) refrigerant systems, which are currently being trialled in Southeast Asia. These systems will be suitable for humid environments such as northern Australia.

“CO₂ is perfect for temperate climates and offers added benefits as a heat pump,” Pitcher explained. “In Europe, where heating demand is high, that’s a big advantage.”

The Australian market needs solutions suited to its extremes, and Knorr-Bremse’s team is working closely with operators to assess which refrigerants will work best in Queensland, Victoria, and Western Australia.

“No two cities are the same,” Pitcher said. “What works in Vancouver won’t necessarily work in Sydney. That’s why customisation matters.”

BREAKING THROUGH INDUSTRY INERTIA

Despite growing urgency, the industry remains slow to act. Barty said one of the biggest challenges is the culture of waiting.

“There’s a tendency in rail to see who moves first,” he said. “No one wants to be the test case. But that hesitation creates real risk.”

Barty added that engineering resources could run dry if too many operators delay their transition.

Operators need to act now to develop tailored strategies, secure parts, and schedule upgrades during existing maintenance windows.

“There’s only so much capacity in the system. If everyone waits until 2026 to start planning, we won’t have enough people to do the work.

“You can’t retrofit an entire HVAC fleet overnight,” Barty said. “This has to be staged, planned, and resourced.”

A GLOBAL COMPANY WITH LOCAL SOLUTIONS

Knorr-Bremse’s HVAC design centre in Australia plays a key role in delivering solutions locally and across North America, Asia, and the Middle East.

“We might be based in Australia, but our designs are used globally,” Pitcher said. “That means we can draw from a wide range of data, environments, and use cases to deliver refrigerant solutions that actually work.”

The company has been engaging with operators across Australia to present options, validate system performance, and conduct risk assessments that satisfy engineers and asset managers.

“Our goal is to help operators make informed decisions,” Pitcher said. “That means backing up every recommendation with modelling, trials, and transparent communication.

“If we align refrigerant transitions with scheduled maintenance, we can reduce cost, minimise disruption, and future-proof Australia’s rolling stock.”

Images:

Knorr-Bremse

Knorr-Bremse provides HVAC units to rail operators around the world.

From Europe to Australia and New Zealand: Zelra’s Driving Advice System solutions

Thanks to Zelra’s Driving Advice System, thousands of passengers in Europe have access to safer, more efficient rail networks. We share what Australian operators can learn from this.

Every day, Zelra’s Driving Advice System (DAS) plays a vital role in helping thousands of passengers move safely and efficiently around Europe’s rail networks.

The technology is relied upon by France’s state operator SNCF (Société nationale des chemins de fer français) as well as leading United Kingdom passenger rail companies ScotRail, Greater Anglia, and Great Western Railway. It is also trusted by New Zealand’s largest freight transport operator, KiwiRail.

Zelra’s DAS is a tool these operators use to maximise train performance and energy efficiency. So how exactly have customers benefitted by implementing the software, and what can operators in Australia and New Zealand learn from these experiences?

TRUSTED BY OPERATORS

A compelling reason for adding DAS to a network is that a single technology solution supports multiple valuable outcomes.

REDUCED ENERGY COSTS

Greater energy efficiency on each journey is achieved through optimised speed guidance for drivers.

This was summed up by the former French Transport Minister, Clément Beaune, speaking about SNCF: “With peaks and troughs of speed, you can still reduce energy consumption. Eco-driving is the solution, saving energy at the same average speed.”

ON-TIME RUNNING

Train performance is improved networkwide by better timetable adherence and smoother driving.

As KiwiRail’s DAS driver champion, Adam O’Sullivan, explained: “DAS will have you running slower if there is room within the schedule to do so.

“This doesn’t mean you’re running late. Once drivers understand this reasoning, it makes the technology much easier to accept.”

DELAY ATTRIBUTION

Drivers use their in-cab DAS screen or tablet to report delays in real-time at the precise GPS location.

SITUATIONAL AWARENESS

DAS provides digital access to key information including upcoming stations, consist, estimated times of arrival (ETAs), and much more in a clear and easily accessible format.

SAFETY AND MAINTENANCE

Better driver information, smoother driving patterns, and reduced risk of Signal Passed at Danger (SPAD) incidents improves safety network-wide and minimises wear-and-tear on trains.

ACADEMIC AND INDUSTRY PARTNERSHIP

To understand how Zelra helps operators to achieve these performance outcomes, it is necessary to consider the technology itself.

Zelra’s DAS provides real-time advice for driving any type of train, based upon an optimised speed profile developed to achieve the ‘golden run’.

All Driving Advice Systems offer operational guidance to train drivers, but the principles behind them vary considerably.

patented Energymiser algorithm using the optimal speed profile methodology. This is widely recognised as the most effective approach because it considers a larger set of variables than the more basic concepts.

The mathematics underpinning Zelra’s DAS have been developed through 30 years of ongoing train performance research in a partnership with the University of South Australia (UniSA).

Led by Professor Peter Pudney, UniSA’s Scheduling and Control Group collaborates with Zelra’s Research and Development team to refine physics-based solutions that allow for timetable, track geometry, train characteristics, speed profile, and train position.

This pioneering partnership combines academic rigour with rail industry expertise to drive real innovation in rail technology.

THE UNIFY TECHNOLOGY PLATFORM

What about operators in Australia and New Zealand who want to create added value on their networks through digital transformation? Zelra says its Unify system has a lot to offer.

Unify is the technology platform that enables rail businesses to identify and maximise efficiencies across their operations, with a suite of modules – including DAS

ScotRail has implemented Zelra's DAS across its network.

their requirements.

Implementing Unify unlocks some of the important benefits associated with the DAS solution, including reports and analytics insights, better driver awareness, enhanced safety and maintenance outcomes, and delay attribution through user-friendly graphical displays.

Unify also enables operators to calculate the savings they could achieve if they chose to deploy DAS and identify their routes that are in the greatest need of improvement.

C-DAS AND JUNCTION SCHEDULER MODULES

Other optional modules which can be added to the Unify platform to enhance efficiencies and connectivity are the Connected DAS (C-DAS) and Junction Scheduler.

C-DAS enables trains to communicate with one another in real time via an external system such as the Traffic Management System.

The network is managed so conditions, conflicts, or adjustments are applied to every train.

The software responds proactively to congestion, speed restrictions, or other inputs with dynamic updates based on live information.

For operators who prioritise the movement of large amounts of traffic through key timing locations, the Junction Scheduler module can constantly re-plan connected train movements at a junction or series of junctions so that potential conflicts are resolved in real-time.

Junction occupancy intervals are allocated to ensure trains are spaced with appropriate headways, then revised arrival times are calculated and the in-cab driving advice is updated.

VALUABLE LEARNINGS FOR ANZ OPERATORS

The application of Zelra’s DAS technology in the United Kingdom and France has created “valuable learnings” for operators in Australia and New Zealand who are considering the solution’s benefits, said Zelra’s Managing Director, Michael Zink.

Zink added that it is interesting to note that two of his company’s largest European customers view DAS in quite different ways.

“For many years SNCF in France and ScotRail in the United Kingdom have relied upon our DAS as an integral part of their day-to-day operations.

“ScotRail uses DAS in its fleet right across Scotland, while SNCF has implemented DAS on an even greater scale as France’s national rail operator.

“Both companies enjoy significant fuel cost savings and the improved right time running achieved by DAS driver information. However, for SNCF, their main DAS priority is energy optimisation across France’s electrified network.”

Zink said this contrasts with ScotRail, which primarily values the safety element provided by DAS, which allows them to know exactly where their trains are and how they are being driven.

“This provides validation for operators in Australia and New Zealand that DAS is sufficiently versatile to be used as a tool that can meet their organisation’s unique requirements.”

Zink noted that an enquiry he hears frequently from interested operators is how DAS will impact their signalling infrastructure. He is happy to set the record straight.

“DAS does not introduce any additional safety issues,” he said.

“It is important to emphasise that DAS is an advisory tool which operates entirely within the envelope of safety critical advice provided by European Train Control Systems (ETCS) and digital signalling systems.

“It is aligned with ETCS to ensure there are no mixed messages regarding SPAD or train spacing.”

Another common question relates to objections from some drivers, or unions, about being told how to drive.

“Our Unify platform does not advise the driver how to operate their train.

“Instead, it provides contextual route information in the cab that supports situational awareness.

“This is information chosen to help them drive safely, such as speed limits, ETAs, next station display, level crossing locations, braking patterns, SPAD locations, and even trespasser points.”

He also mentioned Zelra’s ability to support rail expansion projects, such as Queensland’s Cross River Rail or the Sunshine Coast Rail Line, by helping drivers adjust to new routes and stopping patterns.

“This is because advisory systems like Unify or DAS improve situational awareness, which is particularly important on new and unfamiliar routes.

“Empowering drivers with this real-time information helps to reduce safety incidents and SPADs.”

Zink said Zelra’s DAS helps European rail companies ensure their passengers arrive safely and on time.

“This proven record of success meets the needs of operators on this side of the globe too.

“Our industry experts are ready to discuss the possibilities so get in touch with us today.”

Zelra's DAS is fully integrated for SNCF throughout France.

Harmonising rules for a safer, more productive rail system

The National Transport Commission (NTC) is advancing a set of national safeworking rules to make rail safer, simpler and better able to support Australian industry.

When world chickpea prices spiked above $1000 a tonne last year, Australia’s farmers and grain traders turned to rail to get their crops to market fast.

As the price began to fall, difficulties finding drivers qualified to operate trains on networks between farms and ports meant some contracts couldn’t be made in time, and many farmers missed out on the premium rate.

“Rail freight offers the fastest, most costefficient way of moving harvest, but traders are all competing, and if we don’t have confidence in the rail network to support the movement of that grain, we won’t make the bid,” said Alex Donnelly, Graincorp’s Rail Commercial and Contract Manager.

With 12 different safeworking rule books used across the country and many variations in roles, terminology, and work practices, freight operators face major challenges in ensuring enough drivers

are available to meet sudden changes in customer demand.

“When we work under multiple sets of rules, the biggest issue is around safety, but we also lose the agility to deploy rapidly to support our customers and respond to the peaks and troughs of demand on other networks,” said Nicholas Angelos, Qube’s National Rail Access Manager. “When our customers miss out on peak prices, we’re missing out on money that would otherwise be going into the national economy.”

ADDRESSING THE COMPLEXITY OF RAIL

The many and varied rail operating rules place a significant knowledge burden on all workers who operate across networks, including drivers, network controllers and track workers.

The lack of standardisation affects safety, drives up training costs and makes it difficult to move workers around the country.

Right now, more than one third of Australia’s rail safety workforce operate from more than one rulebook, according to the Australasian Railway Association (ARA). Across the supply chain the figure is even higher, with 43 per cent of workers operating on an average of two and a half networks, costing the sector an extra $12.4 million in additional Safely Accessing the Rail Corridor (SARC) training alone.

“The cost and complexity of managing a workforce that can operate across multiple rail networks is particularly high in Australia,” NTC Chief Executive Officer Michael Hopkins said.

“Today, train drivers and crew need to know and be tested on up to seven different sets of rules to take a train across the country. Rail workers and contractors also need to be trained and have their competencies maintained for every network on which they operate.

“Not only do networks use different rule books, but the rule books don’t align. There are different role titles and responsibilities, different terminology, hand signals, signage – even personal protective equipment.”

The NTC is working with industry to reduce these differences and develop a national set of operating rules and practices for adoption across the national network.

“The National Network Rules project will reduce the knowledge burden on workers, improving safety,” Hopkins said.

“Having greater commonality across network rules means there will be less need for bespoke training. This will cut training costs and improve mutual recognition of workers’ skills, making it easier for them to work on railways around the country.

“A more mobile workforce will help to ease the country’s rail skills shortage, support interoperability and help networks operate as a single, integrated national rail system.”

The project is part of broader reform across Australia’s rail system as the NTC works with industry and all Australian governments through the National Rail Action Plan (NRAP) to address many of the long-standing challenges that come from having 18 separate rail networks.

By taking a national approach to rail standards, train control technology, rolling stock approvals, skills and training, they are working towards a single, interoperable network linking Australia’s cities and ports.

Hopkins said reducing differences will help to improve network efficiencies and capacity.

As a result, passenger services will be more frequent and reliable, and rail freight will be more competitive and better able to support local industries and major exports.

“Having an integrated railway will help the sector play a bigger role in Australia’s national transport system, reducing emissions while supporting our growing cities, regions and ports,” he said.

books to understand the differences and similarities that currently exist.

An initial set of four safe working rules and five actions have been identified for standardisation. These align with the Rail Industry Safety and Standards Board’s (RISSB) existing national rules framework.

Work is now underway with industry and unions to measure the cost, benefit and human factor impacts of these changes, and to develop an implementation plan.

Comparing the countless different

The many rail operating rules place a significant knowledge burden on all workers who operate across networks.

The NTC is working with industry to develop a national set of operating rules and practices.

Image: Transport for NSW

Industry Associations

technology and tools such as Large Language Models (LLM) can be used to accelerate the process in the future.

The project is also learning from the experience of railways overseas and across Australia.

“What we’re seeing is that some rules are bespoke to infrastructure and necessarily different,” Hopkins said. “However, many differences, including forms, terminology, roles and approaches, are creating unnecessary confusion and complexity.

“Across the sector there are roles that have different names and roles with the same names that do different tasks. While everyone is used to this scenario, it creates a lot of inefficiencies.

“Having workers qualified to work in specific areas creates a huge training burden and means organisations have extra competencies to maintain.”

At a time when rail urgently needs an additional 70,000 workers to build, run and maintain networks, the complexity around training and maintaining competencies is affecting the sector’s ability to grow its workforce.

“Organisations are telling us that it’s a barrier to people entering the industry – they see it as too hard to get the qualifications.

“Meanwhile people already in the industry are leaving because of the difficulties in maintaining their qualifications,” Hopkins said.

One organisation that is taking positive steps to address this situation is the Australian Rail Track Corporation (ARTC).

The ARTC was established in 1998 from three interstate and regional networks and has continued to operate under three rule books.

“We want to support our customers and those that work on our network to be able to work across the whole network,” ARTC’s General Manager Technical Services and Assurance, Safety and Systems, Melanie Mackie said.

Right now, the organisation is focused on aligning its network rules and procedures as much as possible. This includes terminology, forms, role titles and responsibilities.

“We’re not actually changing the way people are working,” Mackie said. “It’s about consolidating the rules over time and having consistency in language, whilst being clear on the controls that manage risk.”

Over the course of 2025, ARTC is introducing its National Safeworking Framework, which will provide a place where ARTC can consolidate all its rule books under a similar format over time. This

will allow ARTC to easily introduce new rules as new technologies are introduced and remove rules as they are replaced with national rules that align across the network.

“This will give us flexibility, and futureproofs ARTC for the change that’s coming through increased adoption of digital technologies and the work of the NRAP.”

MOMENTUM FOR CHANGE

Early engagement through NRAP has shown strong industry support for a national approach to rules and the development of a set of standardised safeworking rules and practices to be adopted by all industry stakeholders.

A recent review of Australia’s Rail Safety National Law (RSNL) found that consistency of rail skills and training is critical to improving safety and interoperability across the rail system.

The review found that previous attempts by industry to harmonise operating rules had limited success due to their voluntary nature. It recommended that changes be made to the law to establish a national set of rules and competencies.

This includes:

• Mandating and awarding of qualifications and units of competency for nationally recognised training.

• Mandating a national competency management system to support mutual recognition.

“If we have a streamlined network rules arrangement, removing differences between networks, we’d have significant safety improvement overnight because we won’t have people trying to remember which network they’re on and what rules they need to apply,” Angelos said.

“The second improvement would be rail is more competitive with road.”

Mackie said that safeworking is probably one of the biggest challenges facing the rail industry.

“It’s not an easy nut to crack in that people are very attached to their set

“When you try to understand why things are the way they are and what they could be, it’s quite an emotive topic for some people.”

However, she feels that as an industry, it’s possible to align more on the requirements – the operating rules and how people are trained – and simplify that.

“With everything that’s happening in the sector right now, it’s a good time to make some of these changes.

“There’s a real shift in the industry, not only in innovation and technology, but how the industry works together.”

A more mobile workforce will help to ease Australia’s rail skills shortage.

The Australasian Rail Directory is a comprehensive, all encompassing rail services directory, available both online and as a traditional hardcopy publication.

The Rail Directory is an industry driven project to provide a complete listing of all businesses involved in the Australasian, Oceanic and Asian rail industries.

This year’s rail directory will be revamped to become even simpler to use. Listings will be sorted into categories allowing users to easily find businesses working in each area of the rail industry.

With over 1000 listings from areas as manufacturing, signalling and maintenance, make your listing standout with a frame advertisement.

To ensure you are in prime position in this year’s rail directory contact Arron Reed today.

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Growing New Zealand’s rail workforce

The Australasian Railway Association examines the challenges and opportunities facing the rail workforce of Australia’s closest neighbour.

The Australasian Railway Association (ARA), together with Hanga-Aro-Rau in collaboration with sector stakeholders, recently published a report on the future skills and capabilities required for a strong, sustainable New Zealand rail workforce.

Like Australia, the New Zealand rail industry plays a critical role in the transport system, supporting economic growth, sustainability, and connectivity. However, and again just like Australia, the industry is facing significant workforce challenges, with skill shortages, a “retirement cliff”, and barriers to attracting new talent and retaining staff.

Given the rapid technological advancements underway, strategic workforce planning, investment in skills development and career progression, and enhanced sector collaboration will be critical to ensuring New Zealand has a sustainable pipeline of skilled workers to deliver infrastructure projects and meet future demand for services.

The report, Building New Zealand Rail Skills For The Future, was launched at the ARA’s RailNZ 25 conference held in Auckland on 29 May. Prepared by PwC, the report presents a comprehensive analysis of the challenges facing rail in New Zealand and makes a series of practical recommendations

under key priority areas. This project builds upon a series of ARA reports into the rail skills and capabilities within Australia, including the 2022 ARA Building Australian Rail Skills for the Future report which provided actionable recommendations, based on research and sector feedback, to enhance workforce capacity and capability.

The ARA’s 2023 report, The Rail Workforce: An Analytical Overview, showed a 70,000 skills gap, and about 34 per cent of the rail workforce aged over 50 years and only four per cent under 25 years.

The challenges outlined in this latest New Zealand report include the lack of clear career pathways, limited education and training programs, and difficulties sourcing specialised skills (e.g. signalling engineering and traction line maintenance). It states the move towards digital signalling, automation, and predictive maintenance requires new skills in data analytics, cybersecurity, and digital engineering, presenting future challenges for rail operations.

The workforce development analysis paints a very similar story to that of Australia and, indeed, around the world.

The ARA’s General Manager – Workforce Development, Fiona Love, attended the UIC 7th World Congress on Rail Training, Talent & Development in Chengdu, China

in April, where more than 30 countries were represented.

It was no surprise to hear that the challenges we face in training, and the wider human resources sector are very similar in every country. Trainers are becoming harder to find, and there is a strong sense of urgency about integrating technology assets and solutions into rail training.

As our railways move from being a largely mechanical industry to a digital, clean energy industry, required skills are changing rapidly, and education within the industry needs to keep pace to support a future workforce.

SKILLS SHORTAGES AND AN AGEING WORKFORCE

As part of its recommendations, the report calls upon rail organisations and government stakeholders to explore the development of a sector-wide workforce plan that identifies the skill shortages and the plan for addressing skill gaps into the near and long term.

More than one in four of the rail workforce are likely to retire within the next 10 years, creating an urgent need for succession planning and recruitment strategies. Specialist skills, including signalling engineering, overhead traction, and digital rail systems, remain in high demand but are difficult to source locally.

Significant barriers noted in the report include limited opportunities for rail-specific tertiary education in New Zealand for rail engineering and operations, as well as limited pathways for career progression. Flexible working arrangements and diversity initiatives, particularly for women and Māori and Pacific Peoples professionals, are needed to improve workforce retention and inclusion.

The report also notes that given more than a quarter of employees are expected to retire within the next decade, the industry must address low public awareness, outdated perceptions, and competition from other industries that hinder recruitment.

Caroline Wilkie, Chief Executive Officer of the Australasian Railway Association

The rail sector is battling skill shortages, a “retirement cliff” and barriers to attracting and retaining staff.

KEY RECOMMENDATIONS

A set of actionable recommendations are proposed in three key areas to collectively develop a sector-wide workforce strategy alongside a nationally coordinated bipartisan infrastructure plan. The three key priority areas are:

1. Establish long-term foundations for workforce sustainability through infrastructure planning, procurement, and regulatory reform. The report recommends the government review and update the New Zealand Rail Network Investment Programme and associated infrastructure programs to ensure long-term infrastructure investment certainty for rail, aligned with wider infrastructure needs of New Zealand. It also states national and local governments should review procurement frameworks and policies to strengthen and prioritise local workforce development requirements and review regulatory frameworks and policies to identify opportunities that enhance interoperability of rail infrastructure systems and reduce barriers to the adoption of new technologies.

2. Position rail as a modern, inclusive and attractive career sector through branding, visibility, and better workforce insights. The ARA has a strong agenda addressing this issue, including diversity training for rail organisations, an annual Women in Rail Mentoring Program, scholarships and networking opportunities every year for women in rail and a new Champions of Change Rail Group with high-profile chief executive officers in the industry.

It recommends New Zealand rail organisations utilise the ARA’s Work in

Rail platform to promote New Zealand rail careers and pathways; establish a consistent framework for collection of workforce demographics in collaboration with Stats NZ and promote the ARA’s Professional Certificate in Rail as a trans-Tasman pathway for foundational rail knowledge.

The new Professional Certificate in Rail is the first Australasian rail industry designed and recognised professional certificate. It combines the ARA’s five industry-leading courses with a live webinar and an optional site-visit. Learners can do the certificate online, at their own pace, with each of the five courses open for five weeks. It covers the technical, operational and safety aspects of rail systems, delving into rail operations, signalling, rolling stock and infrastructure, and industry issues such as automation, sustainability and innovation.

3. Build a future-ready rail workforce through planning, education partnerships, international collaboration, and mobility pathways. Rail organisations and government stakeholders should explore the development of a sector-wide workforce plan that identifies the skill shortages and the plan for addressing skill gaps into the near and long term.

It also recommends alignment of priority rail skills classifications between New Zealand and Australia to support workforce mobility, skills recognition, and training consistency. The report recommends rail organisations consider implementing the ARA’s Rail Industry Worker (RIW) program in New Zealand to enhance skills portability and competency management.

The report recognises the potential for New Zealand to leverage and expand

existing collaboration between the ARA and Australian universities to develop rail-specific modules for inclusion in degree and qualification courses in New Zealand. Those interviewed for the study suggested that collaborating with universities on railspecialised courses would be useful in terms of cutting down time spent onboarding and training which limit opportunities for practical learning, especially given the smaller scale of rail projects in New Zealand. Establishing rail-specific university programs or professional certifications could help provide formal recognition of skills and strengthen workforce capabilities.

In Australia, the ARA has facilitated collaborations with Monash University (through the S2ARail Graduate Research Industry Partnerships), Deakin University (through micro-credentials in rail design, planning and maintenance), and the University of Tasmania (through a diploma in rail infrastructure) which the report noted provided strong examples for how to co-design rail-specific courses in New Zealand.

A UNIFIED EFFORT

The long-term success of New Zealand’s rail industry will depend upon forwardthinking workforce planning, strategic investment, and strong collaboration across the industry. Tackling existing and emerging skills shortages will require a unified effort from government, industry leaders, and educational providers.

The recommendations in the report provide a platform for New Zealand to further develop a resilient, capable, and diverse workforce that supports a thriving and sustainable national rail network.

New Zealand’s rail industry plays a critical role in the transport system.

Image: Australasian Railway Association

New standard for emerging technology

A new Australian standard has been released for battery charging interfaces for battery electric rolling stock. The Rail Industry Safety and Standards Board explains why.

Rail operators across Australia are currently developing, designing, acquiring, testing and operating battery electric rail vehicles, but up until now they have lacked a standard set of requirements for the batteries’ charging infrastructure.

Now, a new Australian standard – AS 7655 Wayside Electrical Charging Interface for Low Emissions Rolling Stock – has been developed.

AS 7655 provides a consistent set of

requirements for the electrical charging interfaces between rolling stock and infrastructure equipment, as part of industry-wide decarbonisation initiatives.

To develop the standard, the Rail Industry Safety and Standards Board (RISSB), the accredited rail standards organisation, worked with a development group of members from rail operators, rail infrastructure managers, rolling stock suppliers and other industry experts.

“The fragmented approach to charging interfaces in the early adoption in other sectors taught us valuable lessons.”

Sudha Niles, General Manager of Products and Innovation at RISSB

Historically, much of RISSB’s work has been around harmonising existing statebased standards.

Developing this new standard has provided the opportunity for RISSB and the wider rail industry to proactively set the direction for an emerging technology, with the aim of preventing future harmonisation and interoperability issues.

RISSB hopes the standard will promote seamless integration and interoperability across different rail networks in Australia and New Zealand, reducing cost and complexity for emerging sustainability initiatives.

Sudha Niles, General Manager of Products and Innovation at RISSB, said the main objective of AS 7655 is to try and ensure that different supplier battery electric rolling stock can be charged on the same charging interface/s, thus limiting the potential for bespoke charging interfaces from each supplier.

“That way, all users of battery electric locomotives can connect to charging points across the networks.

“The scope of AS 7655 focuses solely on charging interfaces and does not cover onboard traction equipment, battery technologies, charging strategies or the infrastructure required.

“These were left open so as to not restrict a supplier’s ability to innovate novel solutions.”

Niles said that as Australia moves toward battery-operated locomotives, there is a rare opportunity to do things differently.

“The fragmented approach to charging interfaces in the early adoption in other sectors taught us valuable lessons – lack of standardisation creates confusion, delays uptake, and inflates costs.

“It’s critical that the rail industry standardise charging infrastructure early. A harmonised interface will not only ensure interoperability across fleets but will also support efficient infrastructure investment and lay the groundwork for long-term sustainability.”

RISSB hopes that a harmonised charging interface for electric trains will ensure interoperabiity across fleets.

Sudha Niles, General Manager of Products and Innovation at RISSB.