Rex Jun 2021

I S S U E 05 | J U N E 2021

W W W. R A I L E X P R E S S . C O M . A U

The sustainability issue Trash into treasure, turning recycled plastic into railway sleepers - SEE PAGE 19 Alstom’s sustainability play

Melbourne's trams get an upgrade

The quest for better boarding

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Contents Issue 05 - June 2021

4 6 16

From the Editor News up front Developments in Inland Rail

S U S TA I N A B I L I TY 19 Railway sleepers made from recycled plastic 23 How one company is moving towards a vision of rail sustainability 26 An overhaul for Melbourne trams Oil innovations reduce carbon emissions 30 O P E R AT I O N S

06

32 Innovations in condition monitoring and critical asset maintenance Developments in preventing track fouling 34

16

I N F RA S T R U CT U R E 37

Making the most of public private partnerships

T E C H N O LO G Y 38

Sydney trials lead to a better boarding experience

S A F E TY & A S S U R A N C E 41 RISSB works with stakeholders to overcome the great rail safety challenges 32

38

I N D U S T R Y A S S O C I AT I O N S 42 45

ARA and overcoming the industry skills shortage ALC on the need for electric vehicle consistency

CO N T RACT S 46

Key contracts from around Australia

I S S U E 05 | J U N E 2021

W W W. R A I L E X P R E S S . C O M . A U

42

SUSTAINABILITY ISSUE Rail innovations towards a better future for the planet.

The sustainability issue Trash into treasure, turning recycled plastic into railway sleepers - SEE PAGE 19 Alstom’s sustainability play

Melbourne's trams get an upgrade

The quest for better boarding

PAGE 23

PAGE 26

PAGE 38

SUPPORTED BY:

WWW.RAILEXPRESS.COM.AU | 3

From the Editor Issue 05 - June 2021

Published by:

David Sexton Editor - Rail Express 11-15 Buckhurst St South Melbourne VIC 3205 T: 03 9690 8766 www.primecreative.com.au

Publisher Christine Clancy E: christine.clancy@primecreative.com.au Chief Operating Officer Zelda Tupicoff E: zelda.tupicoff@primecreative.com.au Group Managing Editor (Northern) Syed Shah E: syed.shah@primecreative.com.au Editor David Sexton E: david.sexton@primecreative.com.au Business Development Manager Oliver Probert T: 0435 946 869 E: oliver.probert@primecreative.com.au Client Success Manager Janine Clements E: janine.clements@primecreative.com.au Design Production Manager Michelle Weston E: michelle.weston@primecreative.com.au Art Director Blake Storey E: blake.storey@primecreative.com.au Design Kerry Pert, Madeline McCarty Subscriptions subscriptions@primecreative.com.au

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

4 | ISSUE 5 - JUNE 2021 | RAIL EXPRESS

Welcome to our June edition of Rail Express

O

UR PLANET AND HUMANITY FACE tremendous challenges. How can we sustain our current affluent lifestyles, especially in the West, while also taking the necessary measures to decarbonise the planet and give future generations and ecosystems the chance to not only survive but also thrive?

This edition focuses heavily on ‘sustainability’, by that we mean ensuring the activities of today do not jeopardise the world for those who will come after us.

Rail, as the cleanest form of land-based transport and more energy efficient than both road and air transport, is set to play a vital role towards the goal of sustainability.

We’re proud to say this industry has come a long way since the age of steam trains (much as we love them), that burned coal and were high in emissions, impacting both communities and the environment when used on a large scale.

This edition has some fascinating examples of businesses that are helping bring about important changes towards the goal of sustainability. Plastic, for example, has become a global scourge, making its way into our rivers, oceans and food chains – we speak with representatives of an Australian business that is turning plastic rubbish into modern railway sleepers.

We also speak with a senior executive from Europe who is passionate about reducing emissions from the rail sector, whether by simple electrification or the new fuel sources that are coming onstream such as hydrogen.

What role can we expect for hydrogen as a source of a rail power in Australia? It is a hard one to answer, but operating a train powered by hydrogen is said to be similar to one powered by diesel. And given that electrification of lines across the vast

expanse of the Australian continent might prove expensive, again we might come back to consider the option of hydrogen power.

This correspondent recently visited the Noojee Trestle Bridge in Victoria’s Gippsland which in itself has a fascinating story. The bridge facilitated a freight rail line between Warragul and Noojee until such time as road transport became more economical. But perhaps, with the evolution of rail technology and a focus on reducing emissions, rail will again play a role in connecting smaller communities with larger cities, something of a hub and spoke role. Certainly, as we adapt to a changing climate, how we make the most of our transport options, particularly low-emission varieties, will be vital.

Australia is undergoing a rail construction boom which, longer term, should contribute to a cleaner environment. Passengerorientated projects in Sydney, Melbourne and Brisbane should help reduce reliance upon cars for commuting.

The Inland Rail project, meanwhile, looks set to play a significant role in ensuring greater freight network efficiency and helping decongest the Sydney network of interstate-bound goods.

While the project has its challenges, we can’t lose sight of its tremendous potential.

This edition also includes some Inland Rail insights from key stakeholders who have lodged submissions to a recent Senate committee hearing. Definitely worth a read.

Whatever the challenges, we believe rail will be at the forefront as we seek to overcome them.

Thanks for your ongoing support and happy reading. david.sexton@primecreative.com.au

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News

Victoria

Safer train travel in shared corridors Signal upgrades are set to provide extra safety where Metro and V/Line trains operate on shared lines.

At key junctions where metropolitan and regional trains share the same section of track, Metro has carried out Train Protection Warning System (TPWS) signalling upgrades. The upgrades have been completed at Flinders Street, Southern Cross, Franklin Street, North Melbourne, Kensington and Essendon.

The system works in two parts: • When a signal is at ‘stop’ the TPWS applies the emergency brake if a train proceeds past the signal; • When the signal is at ‘proceed’ it will not

apply the emergency brake when the train travels past the signal.

Metro’s Franchisee Projects Team built, tested and commissioned 48 TPWS units on the network over the past 10 months.

Priority areas were identified based on speed limits, train frequency and potential safety consequences.

“All our efforts are working towards making the Metro network a safer place for our passengers, as we integrate new safety technologies with original railway signalling systems,” Metro senior project manager Connor Parker said.

Further TPWS upgrades are planned at locations, including Stony Point, Frankston, Craigieburn and Broadmeadows.

Signal upgrades are expected to bring about benefits for customers and operators.

Gippsland Line upgrade update Community updates were held into the progress of the Gippsland Line Upgrade which is expected to deliver more frequent and reliable train services to the growing communities of Gippsland while

Rail travellers in the Gippsland region are expected to enjoy smoother journeys.

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also creating jobs in the region.

The Gippsland Line Upgrade includes: • Building a new rail bridge over the Avon River in Stratford, which is now complete • Second platforms and station amenity

improvements at Bunyip, Longwarry, Morwell and Traralgon stations.

• Track duplication at Bunyip and Longwarry • Extension of the Morwell crossing loop • Level crossing upgrades • Signalling upgrades • Drainage structure upgrades along the line.

The project has already delivered benefits for passengers on the Gippsland Line, with upgrades to level crossings between Sale and Bairnsdale allowing VLocity trains to run to and from Bairnsdale for the first time.

The new Avon River bridge in Stratford, which is already complete, allows trains to travel faster in this section – they no longer need to slow down to 10 km/h. The Gippsland Line Upgrade is expected to enable much needed extra services between the peaks between Traralgon and Melbourne, as track duplication, a crossing loop extension and second platforms at stations will provide more opportunities for trains to pass each other.

Improvements to accessibility and amenities at Bunyip, Longwarry, Morwell and Traralgon stations will also be made to give passengers better journeys. The project also includes a Victorian-first trial of solarpowered wireless level crossing detection technology at Farrells Lane in Stratford.

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News

Victoria

V/Line’s first all-female driver trainee group hits the network

The V/Line business is looking to leverage advantages from diversity.

Eight female trainees for V/Line were recruited from non-rail backgrounds and are said to have brought with them a diverse range of experiences. V/Line’s first all-female group of trainee drivers have spent their first weeks on the network visiting stations and driver depots across the state.

Public transport minister Ben Carroll met trainees Ashleigh McComb, Stephanie Love and Lauren Clemas at Traralgon Station to mark the start of the driver training program.

The trainees travelled along the Gippsland line throughout the day with their trainer

Dave Richards as part of the second phase of their training to familiarise themselves with key locations on the network, following an intensive period of classroom training earlier in the year.

They are part of a class of eight female trainees who were recruited from a variety of backgrounds, bringing with them a diverse range of experiences, including a former aviation worker, apprenticeship network provider employee, stay at home mum and Indian Army major. The group began classroom training in February following a comprehensive

series of interviews and aptitude testing to ensure the best possible candidates were selected.

The training program takes more than 70 weeks to complete and features several modules including classroom training, practice on V/Line’s driver simulator and experience on the network with a team of practical driver trainers. Recruits from this class will be entering the network as fully qualified drivers in mid-2022. V/Line now has more than 500 drivers and is continuing to expand its workforce to help meet the needs of growing communities in regional Victoria.

There are several other trainee driver groups at various stages of the training program.

In addition to drivers from non-railway backgrounds, V/Line also recruits trainee drivers who have previous experience driving trains for other operators or have worked in other roles within V/Line.

“Driving a train takes a lot of skill and the right mindset so it’s important that we recruit the best of the best,” minister Carroll said.

“It was terrific to meet V/Line’s newest trainee drivers and I wish them all the best.”

V/Line driver Lauren Clemas said their trainee group had formed a strong bond.

“Our trainee group has formed a really strong bond, we all come from different backgrounds but that helps us use our different strengths to work through the program together,” Clemas said.

Port of Melbourne backs Inland Rail Connecting Inland Rail to the Port of Melbourne will be essential to meeting the long term demands of consumers and businesses, according to the operator of the giant box port.

Port of Melbourne CEO Brendan Bourke testified recently in support of the Inland Rail project at a public Senate hearing held by the Rural and Regional Affairs and Transport References Committee.

Bourke spoke of the need for an integrated and connected freight supply chain system.

“This means Inland Rail needs to connect

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efficiently with other freight infrastructure, including the port of Melbourne and metropolitan and regional intermodal freight hubs,” he said.

Bourke said Inland Rail had a vital role in re-positioning Australia’s domestic and by extension, international freight task and should be considered more than an investment in an infrastructure project.

According to PoM, in order to leverage the full benefits of Inland Rail we need to: • Focus on the movement of freight as a system and ensure system connectivity to

bring the total supply chain together to drive efficiencies; and, • Provide certainty on the scope and timing of investments to leverage private participation and drive market outcomes.

“As the primary trade gateway for south-eastern Australia, Port of Melbourne facilitates more than one-third of the nation’s container trade and is a key driver of the economy,” Bourke said.

“It is important, therefore, that the infrastructure which supports the movement of freight is connected to the Port.”

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News

New South Wales/Victoria

The Hunter Valley network required repairs following recent flooding.

Hunter Valley Rail network maintenance completed following earlier delay The Australian Rail Track Corporation carried out a major maintenance shutdown on the Hunter Valley Rail Network from Newcastle to Boggabri and from Muswellbrook to Ulan.

In late April, 1200 workers conducted more than 390 separate maintenance jobs across the network.

ARTC group executive Hunter Valley network, Wayne Johnson said the maintenance work was postponed from earlier in the month due to significant rainfall across NSW. “Safety is our top priority and the recent heavy rain and localised flooding meant we were unable to do the scheduled work at the

beginning of the month,” Johnson said.

“We work closely with our suppliers to deliver these works to ensure that Hunter Valley Rail Network is kept in the best possible condition, however the weather prevented us from carrying out the work until next week.”

Major construction is now underway on the ARTC’s Narrabri to North Star (N2NS) section of the Inland Rail project.

Johnson said the launch of the N2NS section will present great opportunities for the communities in northwest New South Wales.

“As major construction activity ramps up in the region, there are opportunities for locals to find employment, training or business opportunities with Inland Rail,” Johnson said.

“In the first month of construction nearly 10,000 sleepers and 11 kilometres of rail have already been removed and there are over 100 people working on the project.

“More than 500 people are expected to directly work on the construction of Inland Rail from Narrabri to North Star.”

Johnson said there were more than 60 tenders currently being advertised for the project through their construction partners.

Rail works improving journeys and backing local jobs A major program of works along the Seymour and Shepparton lines helped deliver safer and more reliable services.

The $4.8 million level crossing renewal works involved pulling up the road surface, completing repairs to the tracks underneath and then relaying a new surface at three level crossings, helping improve safety and ensure the ongoing upkeep of the line. A crew of more than 200 V/Line staff and contractors carried out the package of works that also included bridge repairs, track maintenance, mud hole removal, culvert works, signal upgrades and repairs to some platforms.

The project team also used the opportunity to complete rail milling along the Seymour line as part of the state government’s $2.7 billion

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Building Works program. Rail milling removes rust and debris from the rail line, assisting a smoother ride, reducing wear and tear on trains and keeping train detection systems working.

Passengers who use Donnybrook and Wallan stations are already experiencing upgrades to their station, thanks to the jointly funded Regional Rail Revival. More than 90 local businesses located within 50km of Donnybrook and Wallan benefitted from the upgrades.

These local businesses included plant and equipment hire companies, local quarries, batch plants, galvanisers and civil contractors.

St Andrews-based business Kerby Kerb installed approximately 800 metres of kerbing in the new car park at Donnybrook Station while Brunton Engineering, located

in Epping, installed the new bus shelters at Wallan Station. Crushed rock for the project was sourced from Donnybrook’s Mountain View Quarries.

Sunbury company Jordan Rail provided specialised plant hire during the project, including hi-rail equipment used on the track when trains weren’t running, while Rangedale Drainage Services from Altona North provided digging services. Regional Victorian suppliers also contributed to the project with almost 100 tonnes of structural steel supplied

by Cobram-based CPE Constructions and approximately 500 tonnes of precast concrete footings and coping stones for the Donnybrook platform extension supplied by Maffra-based Gippsland Precast.

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News

New South Wales

Inland Rail answers call to improve mobile coverage in North West NSW A detailed feasibility study into improving mobile communications along the Inland Rail corridor between Narrabri and North Star has been welcomed by federal MP for Parkes, Mark Coulton.

Coulton, also the regional communications minister, said the study would confirm the site-specific technical approach, schedule and cost to improve mobile telecommunications coverage in a corridor 10-15km on either side of the Narrabri to North Star section of the Inland Rail project.

“ARTC is strengthening existing mobile telecommunications infrastructure, building on advice from the Telecommunications Working Group, community feedback, and to meet their operational

requirements,” Coulton said.

“Inland Rail will require mobile telecommunications for safe working systems and rail control – these upgrades will also leave a lasting benefit for communities long after the construction is finished.

“The construction and operation of Inland Rail will be a catalyst for growth in North West NSW – creating jobs and opportunities for local businesses while boosting economic activity and generating investment.”

Coulton said they were working together to leverage the long-term benefits of Inland Rail.

ARTC Inland Rail director of planning, communications and stakeholder relations Rebecca Pickering said improved telecommunications on the Inland Rail

alignment was essential to the operational needs of the Narrabri to North Star area.

“We have consulted widely within communities, and we hear the same message time and time again,” Pickering said.

“They want Inland Rail not only to deliver essential rail infrastructure, but to provide additional opportunity for regional development.”

Telstra regional general manager Northern NSW Michael Marom said Telstra was delighted to be working with the ARTC and the Australian government to identify options for enhancing mobile coverage.

The study is expected to be completed in June this year and enabling infrastructure works to commence late this year.

Future of freight is ‘ROSI’ in Moree

Moree is an important town for the Inland Rail project.

The Australian government has committed $35.2 million towards the $44 million Moree Intermodal Overpass project in New South Wales, aimed at improving freight connections and helping lower business costs in the region.

Deputy Prime Minister and infrastructure minister Michael McCormack said the project was funded through the Roads of Strategic Importance initiative.

“The Australian government had already committed $300 million towards the NSW section of the Toowoomba to Seymour Corridor and this will now include funding for the construction of the Moree Intermodal Overpass,” McCormack said.

12 | ISSUE 5 - JUNE 2021 | RAIL EXPRESS

“This new overpass will improve supplychain efficiency for local communities, better connecting the Newell Highway and the Inland Rail to make it a smoother route for freight, ensuring that goods get to ports and markets more quickly.”

Assistant road safety and freight minister Scott Buchholz said the Australian government was investing $4.6 billion in the Roads of Strategic Importance initiative nationwide.

“This funding ensures the Toowoomba to Seymour corridor continues contributing to the competitiveness of Australia’s agriculture and mining sectors by opening up access to essential freight networks in New South Wales,

Queensland and Victoria,” Buchholz said.

“Delivering more efficient freight connections ensures that not only truck drivers are safer on our roads but motorists too.”

Federal Member for Parkes Mark Coulton said the Australian government’s funding would enable construction of the new overpass, as well as connecting roads to ensure there are effective links in place to the Newell Highway in the West and to Bullus Drive in the east.

“Inland Rail is a catalyst for growth in the regions, and we are backing projects that will leverage the long-term benefits of Inland Rail to attract new businesses to regional Australia,” he said.

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News

National

Warren Truss reappointed as chair of the ARTC

Warren Truss has earned another term at the ARTC.

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The federal government has reappointed former deputy PM Warren Truss as chair of the Australian Rail Track Corporation.

Current deputy PM and minister for infrastructure Michael McCormack, said Truss’s wealth of knowledge in governance, freight and regional Australia continued to make him a valuable asset to the ARTC Board.

“As a former deputy prime minister, Mr Truss has been a driving force in the delivery of significant Australian government infrastructure investments, including the early funding for Inland Rail,” McCormack said.

“In his role as Infrastructure and Transport Minister, Mr Truss had a vision for regional rail and an acute understanding of the needs of regional communities, it is this vision and leadership that he brings to his role with the ARTC. “Under Mr Truss’s leadership, ARTC continues to support critical supply chain

services, having navigated the challenges posed by the COVID-19 pandemic.”

Finance minister Simon Birmingham said Mr Truss’s continued leadership would be essential as Inland Rail transitioned from planning and design to construction.

“Under Mr Truss’s leadership ARTC will be well positioned to deliver this world class infrastructure through continuity in overseeing the operation of Australia’s critical freight rail network,” Birmingham said.

Truss served as deputy prime minister in the Coalition governments led by first Tony Abbott and then Malcolm Turnbull.

He was also the Member for Wide Bay in Queensland from 1990 until his retirement in 2016.

Similar to one of his National Party predecessors Tim Fischer, Truss was known for his passion for issues relating to regional transport and transport infrastructure.

Rail Services Australia

Inland Rail

Making the most of Inland Rail The Rural and Regional Affairs and Transport Reference Committee has received submissions on the Inland Rail project from a range of industry groups, businesses and other entities. Rail Express has summarised some relevant commentaries.

LAST LEG OF THE JOURNEY IS CRUCIAL Port of Brisbane CEO, Roy Cummins: The Port of Brisbane supports Inland Rail, however we have strong objections to the project as it’s currently proposed, which doesn’t directly connect to the Port of Brisbane but instead ends at Acacia Ridge, 38kms from the port. This means Inland Rail will do nothing to alleviate issues stemming from the lack of separation between freight and passenger rail services in Brisbane.

With growing public transport requirements for SE Queensland further compromising freight capacity on a shared rail network, we believe this could lead to a 100% reliance on heavy vehicles for bulk and containerised freight in the region.

A future entirely dominated by trucks would lead to significant community and liveability challenges, as well as applying a handbrake to Australia’s export potential to Asian markets. In the interests of transparency, we have made these objections known to legislators, policymakers, officials and industry representatives since the finalisation of the Inland Rail Business Case in 2015. Port of Brisbane remains committed to working with all stakeholders to ensure the delivery of a dedicated freight rail connection to the Port of Brisbane. To that end, we have been buoyed by the recent federal-state government commitment to the InterGovernmental Agreement for Inland Rail, and the circa $40m investment in ‘further planning’ for the Port Connection. While this submission discusses why a Port Connection is crucial to the success of Inland Rail, we also attach a copy of a Deloitte Access Economic report which makes the case for a dedicated freight rail link from Acacia Ridge to the Port of Brisbane.

CONNECTIONS WITH OTHER FREIGHT INFRASTRUCTURE Port of Melbourne CEO, Brendan Bourke: The federal government’s commitment to Inland Rail will promote considerable opportunities connecting regional south east Australia to the global marketplace. In response, it is likely there will be interest in the development of rail hubs and terminals along the corridor. It is important the infrastructure that supports

16 | ISSUE 5 - JUNE 2021 | RAIL EXPRESS

The Senate has received a number of key submissions regarding Inland Rail.

the movement of freight be connected to Australia’s largest container port. Industry sources estimated the transport and logistics sectors of the Australian economy contribute to 14.5% of GDP, with Australia’s supply chain worth an estimated $150 billion every year.

There has been considerable discussion on the need to move the main domestic rail precinct in Victoria from Tottenham to cater for Inland Rail double stacked trains. The two options under consideration are the Western Intermodal Freight Terminal (WIFT) around Truganina/ Tarneit and Beverage Intermodal Freight Terminal (BIFT) in Donnybrook. WIFT, which is the preferred option in the short term as presented in the Victorian Freight Plan (2018), is at business case stage with the Victorian government. Western Intermodal Freight Terminal would be within the established catchment of international destination cargo (Melbourne’s western suburbs including Altona, North Laverton, Brooklyn and Derrimut). Port of Melbourne does not see the limitations of double stacked containers access to the port as a constraint. International freight drives a significant amount of domestic transport activity. The closer freight can be to its origin or destination, the more likely the supply chain is to reduce the amount of times freight is handled, thereby reducing the required number of assets needed to handle a task. This leads to supply chain optimisation, whilst reducing overall supply chain costs – which in turn improves productivity and

encourages economic growth.

It is important WIFT has land and capacity to support continued growth in container volumes, empty container handling, and rail yards that are capable of handling long-haul regional Victorian and interstate trains, as well as Port Rail Shuttles. Crucially, WIFT also must be seamlessly integrated into both the standard and broad-gauge rail networks to ensure access to regional Victorian, interstate and metropolitan Melbourne freight trains.

URBAN AND REGIONAL ECONOMIC DEVELOPMENT Infrastructure Association of Queensland CEO, Priscilla Radice: IAQ supports the Inland Rail project because it is catalytic infrastructure.

It will enable a stronger and more productive economy through the provision of firstclass freight connectivity to our regional communities, which is long overdue. The project will also induce further private investments requiring certainty of reliable and efficient freight connectivity, which Inland Rail delivers. IAQ strongly supports this project and the benefits it will bring to lower the cost of freight, improve competition in the logistics network, increase productivity while reducing truck movements on our road networks making for safer communities and more liveable cities and towns. ARTC has strengthened the Inland Rail team, they are engaging more openly with the community and are focussed on delivering a world class asset. IAQ supports and welcomes

the Queensland government signing the Intergovernmental Agreement on 29 November 2019. As the Infrastructure Australia Audit August 2019 highlighted, Australia’s freight costs have been steadily increasing while our international competitiveness has not.

The decision made 20 years ago for ARTC to invest in the coastal route and the consequent delaying of Inland Rail ultimately resulted in less than 1% of rail freight on the eastern seaboard of Australia. This has been a poor outcome for communities and the nation’s productivity. Delaying Inland Rail has increased its cost and makes it harder for supply chains to shift back to rail from trucks when the project is operational. The community and industry need to understand what the priorities are as it informs why certain decisions are made by ARTC. As a Queensland-based association, we will confine our comments to Queensland, but the principle remains the same for Melbourne (and Newcastle, to a lesser extent). The rail freight mode share at the Port of Brisbane is the lowest of any capital city port in the country at 4% and declining and yet the asset itself has the highest freight capacity of all the major capital city ports. A multimodal solution must be found with rail connectivity as it reduces truck traffic and enables greater societal benefits.

IAQ would like to see the Inland Rail project progress without delay.

MEETING THE CHALLENGE OF FREIGHT Freight on Rail Group: Inland Rail is a key component of the National Freight and Supply Chain Strategy supporting national priorities for infrastructure and economic policy. It also supports Australia’s growing freight as the national population increases and the economy grows. A rise in container volumes and bulk freight volumes will flow through to rail networks and the broader transport system, putting pressure on track usage and road links.

Meeting future demand can only be achieved if there are long-term planning and policy measures in place that encourage innovation, cooperation and efficiency. Equally, rail needs to be able to compete on a level playing field against other transport modes. FORG believes Inland Rail meets this freight task head on by improving rail’s service offering, addressing the key challenges for rail operations on the north-south rail corridor. It will decrease transit times and improve reliability. The project has led to an increased focus on the location and design of terminals, including the integration of rail freight and logistics freight hubs.

Inland Rail is a significant investment in Australia’s freight future.

Current north–south (Melbourne to Brisbane) freight infrastructure is constrained by both geography (old rail lines with numerous curves, an inability to take double-stacked freight trains) and a prioritisation given to passenger rail services.

This is especially relevant for the greater Sydney urban area where curfews are imposed for freight trains during peak commuter hours. This leads to poor performance and inflating freight transport costs.

Inland Rail will improve connectivity for both freight and passenger systems. For freight, it connects Brisbane to Melbourne, and also Adelaide and Perth via the intermodal terminal at Parkes. For passengers, it removes freight from the passenger network.

The project also will be, we believe, an important catalyst for the transformation of the rail sector and drive innovation on the Australian eastern seaboard.

Freight and logistics supply chains servicing both urban and regional areas requires more investment to ensure infrastructure keeps pace with the forecast increases in demand.

More information on submissions to the Rural and Regional Affairs and Transport References Committee is available at: https://www.aph.gov.au/ Parliamentary_Business/Committees/Senate/Rural_and_Regional_Affairs_and_ Transport/InlandRail/Submissions

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Due diligence reporting

Contact: 03 8662 1111 info@dcwc.com.au dcwc.com.au

Keolis Downer is a leading operator of public transport services in Australia. With 5,900 employees and a presence in five states, Keolis Downer enables 350 million passenger journeys per year. We operate and maintain the largest tram network in the world in Melbourne (Yarra Trams), the light rail network on the Gold Coast (G:link), and 1,000 buses in New South Wales, Western Australia, South Australia and Queensland. We also operate and maintain the Adelaide Metro train services.

keolisdowner.com.au

Sustainability

The sustainable sleeper An innovative railway sleeper made from recycled plastics was recently granted typeapproval by V/Line and Metro Trains Melbourne. With mainline trials completed or near completion and other rail companies interested, this is an exciting and innovative development in the future of sustainable rail infrastructure.

A close-up view of a Duratrack sleeper.

An Australian company has been working on an innovative development bringing a new, sustainable approach to the rail industry.

Duratrack, a new recycled plastic railway sleeper, is more resilient than timber, lighter and less carbon intensive than concrete. A significant milestone has now been reached with V/Line and MTM granting type approval to Integrated Recycling’s new sleeper.

General manager of Integrated Recycling Stephen Webster believes this will revolutionise this aspect of rail infrastructure.

Webster is clear on the benefits of the Duratrack sleeper: firstly, it uses plastics that might otherwise form pollutants or at least take decades to breakdown in landfills.

The sleeper also lasts longer than a timber sleeper which is vulnerable to environmental degradation. Duratrack is easy to use, weighs the same as timber and utilises existing rail equipment. When compared with concrete sleepers, it is significantly lighter and produces less CO2 emissions during production.

The Duratrack sleeper is an exemplar product for rail to help meet the targets being set by each government for the use of recycled products under the National Waste Policy Action Plan.

A recent PWC report says the Australian economy could enjoy a boost worth nearly $2 trillion in the next 20 years if the nation abandons its “take, make, use, waste” approach to materials and resources. There is a huge

benefit to the Australian economy if Australia can embrace products from the “circular economy,” using finite resources such as end of life plastic for innovative new purposes and regeneration.

Integrated Recycling is part of the Pro-Pac Packaging group, a sustainable and innovative packaging company based in Melbourne. With a production facility in Mildura, Integrated Recycling makes a range of parkscape and other products from recycled plastics including bollards, outdoor furniture and retaining walls. Around five years ago, the company started developing plastic sleepers which have evolved through extensive trials and testing to become Duratrack.

A LONG-LASTING PRODUCT Webster said durability was the key to Duratrack’s success. “What we’re doing is harnessing the inherent characteristics of plastic to give us the longevity and durability that is needed for rail infrastructure,” he said.

While the product already has been used to replace concrete sleepers, its initial development is as an alternative to timber railway sleepers.

“A disadvantage of timber is that it degrades as soon as it is cut due to pests, water or other environmental effects,” Webster said. “The longevity of plastic, and the fact that it can be engineered to meet specific requirements of the rail industry, makes these sleepers a highly attractive alternative to conventional wooden sleepers. And this brings the rail industry into the circular economy.”

TESTED IN HARSH CLIMATES But could the Duratrack sleeper be impacted by extreme conditions, particularly the unrelenting sun and heat in Australia’s interior?

Webster says that the Duratrack sleeper and other products made by Integrated Recycling have been extensively tested in Australia’s harshest and hottest desert regions; in high saline marine environments and in the Queensland sub-tropics. None of these have had an adverse effect on the plastic.

Duratrack is made from a patented Taking a close look at the sleepers following their installation at Wyndhamvale.

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Sustainability

Duratrack sleepers being installed at Richmond station.

formulation to meet the performance requirements of the rail environment. A unique aspect of that formulation is the use of flexible as well as rigid plastics. Polyethylene and polystyrene are the two types of recycled plastics used in the sleeper’s formulation.

Both plastics are used in many agricultural applications around Mildura, such as table grape vine covers, irrigation pipes and fruit boxes. At the end of their primary lives, these products provide an important source of waste plastics for re-purposing. As volume and demand increases, Integrated will draw in plastics from wider areas.

IN-TRACK TRIALS The Duratrack sleeper has undergone extensive in-track trials with QR, MTM, V/ Line and ARTC, as well as laboratory testing and analysis with the Institute of Railway Technology at Monash University (Monash IRT). It meets the requirements of the new Australian Standard (AS1085 part 22) for alternative material sleepers.

A substantial trial with Metro Trains Melbourne, saw around 200 broad gauge Duratrack sleepers installed on the bridge deck over Punt Road at Richmond Station.

The sleepers were installed in mid-2019 and since then about 8.3m gross metric tonnes passes over the sleepers each year. “That trial was successfully conducted and MTM awarded Duratrack type approval in April 2021 following V/Line’s type approval in March 2021,” Webster said.

Further north, Queensland Rail has conducted another extensive 18-month trial of the narrow-gauge version of the Duratrack sleeper. That trial on two coal freight lines

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concluded after approximately 4.5m gross metric tonnes of freight passed over each trial site. QR is currently validating the installation procedure for the Duratrack sleeper with further testing and analysis conducted

by Monash IRT. ARTC and Monash IRT are currently undertaking a research, development and demonstration project funded by Sustainability Victoria at Tottenham Junction in Melbourne’s west. Here Duratrack standard gauge sleepers have replaced timber sleepers on a through road, with trains travelling up to 80kph.

Several sleepers are instrumented to provide live load data for analysis and validation of their laboratory testing. As part of the project, a noise and vibration comparison test will be conducted with nearby concrete sleepers to determine the extent of noise and vibration attenuation from the Duratrack sleepers. The analysis of the live load data will provide significant insight into the in-track performance of the sleepers and to date the results are very positive.

PRODUCT DEVELOPMENT Webster notes how the concept has progressed.

“The plastic sleeper was started back in 2015 at a time when there were no standards for alternate material sleepers,” he said.

“Monash IRT were asked by Public Transport Victoria to write a guideline for the design and testing of plastic sleepers in the tourist and heritage sector which was a great starting point. At the same time Sustainability Victoria funded a Monash University R&D project on the use of flexible plastics in railway sleepers.

The resulting paper had significant influence in the sleeper’s acceptance by mainline

rail operators and Sustainability Victoria’s continued involvement has played a vital role in the development of Duratrack.

“The first-generation sleeper was made and installed in 2015 at several tourist and heritage railways in Victoria for monitoring and where they remain today. The sleepers were also successfully tested by Monash IRT in the lab against those guidelines in 2017,” he said.

Webster continued: “Most significant are the mainline in-track trials conducted by the major railways: QR, MTM, V/Line and ARTC which have provided independent assessment by the engineers from those accredited rail operators.

“It is not just our advocacy that is progressing Duratrack, it is the performance of the Duratrack sleeper that is satisfying the requirements of the rail operators,” he said.

THE WAY AHEAD Webster believes they are now in position to really grow their market. “Now that we have been validated independently, we are looking very closely at building the first stage of an upgradable Duratrack production line that can increase as demand increases,” he said. “Up until now we have been making sleepers in trial quantities only.”

Waste plastic is a global problem and circular economy products like the Duratrack sleeper are a part of the solution. This ingenious Australian invention has the ambition to internationalise rapidly with a focus on Asia through awarding licences to use the IP to produce the sleeper locally.

Webster says, “We think there is cause for genuine optimism that this product can be a winner for both the rail industry and the environment”.

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GREENER LOCOMOTIVES Stadler is committed to making rolling stock greener and more sustainable.

Versatile, economical and green, Stadler’s locomotives meet latest exhaust gas emissions regulations (EU Stage V) and boost energy efficiency, performance and reliability resulting in an optimal LCC and therefore, long-term cost effectiveness of the rail operations, in conjunction with ecological benefits for the communities where they operates. The modular design allows to install up to three different on-board propulsion systems (diesel, electric and/or battery) so to efficiently cover operational needs on electrified and non-electrified routes. As well, Stadler’s locomotives are available on standard, narrow or broad gauges. www.stadlerrail.com

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Sustainability

Decarbonising rail Vice president of sustainability and CSR, Cecile Texier, outlines how Alstom is moving to facilitate greener and cleaner modes of rail transport.

Cecile Texier is an unashamed optimist when it comes to the future of humanity and adapting to the challenges of climate change.

“I would say I am optimistic. There are good signals from governments around the world,” Texier said.

“The pandemic has caused some significant issues but it is also leading to opportunities and I think it is raising questions about mobility patterns and how they could evolve,” she said.

“We have technologies that are available to enable a transition towards greener transport and decarbonisation of economies.

“I would say I am rather optimistic. even if there is a clear need to strengthen action and accelerate transition.”

TOWARDS CHANGE Few now doubt the challenges that will come with decarbonising the world. It is also apparent rail must play a prominent role in the movement of both goods and people in a cleaner economy, given its comparative advantages of lower emissions compared with road transport. As vice president for sustainability and CSR for Alstom, one of the world’s major players in the development and delivery of railway systems and technologies, Cecile Texier is perhaps uniquely qualified to speak about how rail is adapting to this rapidly changing context.

Starting with Alstom back in 2011 as ‘sustainability director’, it is clear much has changed.

“At the time I was focusing mostly on the environmental programs in the operations,” she said.

“But it was also the beginning of seeing specific sustainability requirements in

customers tenders, which were an important early reinforcement of our focus on sustainability at Alstom.”

A variety of green targets have been introduced by the company during the past decade. Then in 2015, the business opted to sell its energy division to General Electric, leaving Alstom to concentrate on transport and particularly greener transport.

“We issued the Alstom 2020 strategy at the time (2015), which had some key sustainability focal points including energy usage, diversity and safety.

“And then we progressed, and our customers attitudes evolved, and we see more and more requirements from our clients for things like eco-design,” Texier said.

A range of European reporting requirements also influence the business, as well as increased expectations from both employees and civil society. Texier also described the role of finance, with investors and project financiers increasingly concerned about the projects they are bankrolling and their environmental strengths and weaknesses. Currently in the European Union, with the taxonomy defining business activities considered sustainable, electrical passenger rail transport has been classified as sustainable whereas full diesel passenger rail does not meet that threshold.

“I think this will also push and accelerate the transition from diesel-powered rail,” Texier said.

As well as carbon reduction, caring for people and the environment is a key part of Alstom’s sustainability focus.

“We have a focus on having a positive impact on society and supporting local development through community activities and the Alstom Foundation, is very active in

Cecile Texier, Alstom vice president of sustainability and CSR.

this space,” Texier said.

“Prior to the BT acquisition, our figures showed we had about 9000 people participating in environmental and social volunteering activities of close to 40,000 employees, which shows the level of commitment and a real interest from our people for this topic.

“Beyond that, also through developing local business, developing new factories with local supply chains and a local workforce such as we have done in India or South Africa for example, pushing local development in a sustainable way.”

Texier said the company also placed a considerable focus on “acting as a responsible business partner”.

“Here we focus on sustainable supply chains and also ethical and compliant practices.

Alstom is pushing ahead with zero emission trains.

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Sustainability

“All this has contributed to raising the level of ambition in the new Alstom strategy, Alstom in Motion,” Texier said.

Within this new groupstrategy, Alstom has issued both financial targets and non-financial commitments to society. These included the decarbonisation of mobility, with the aim to push towards a more sustainable transport system, with targets to reduce the energy use of Alstom rail products 25% by 2025, from a 2014 base. The company is also focused on eco-friendly design solutions for the whole life of its trains, from manufacture, through use and maintenance to end-of-life.

GLOBAL AND LOCAL CHALLENGES Alstom places its business squarely in a world that faces the tremendous challenges of climate change and global warming.

“We have seen these terrible events around the world among the first consequences of climate change.

“Along with much of the business world, we are striving to limit global temperature rises but the reality is we are already at plus-one degree on preindustrial levels,” she said.

“This is already generating significant disruption in the natural scheme of things; rising sea levels, melting ice and heat waves.

“Climate change today is a reality; the Paris agreement has said we should reach climate neutrality by 2050 so all economic sectors – including rail and transport – are working towards that goal.”

TRANSPORT MUST DO BETTER Texier notes progress in emissions reduction, particularly in the field of power generation.

In Europe, emissions from industry, from power generation and from buildings have decreased significantly since the 1990s. The only sector where emissions are much higher than the 1990 reference point is in transport.

A portfolio of solutions is required to decarbonise rail, including battery technologies.

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Energy efficiency is a key part of Alstom’s ecodesign strategy.

“Transport is now a third higher than the reference point,” Texier said.

“Our ability to reach the Paris agreement target will be determined, largely, by the efforts and success we have in transport.

“But what we can say is that, with the figures from last year and the influence of the pandemic, global carbon emissions dropped by six per cent.

“Why are they down? Because of the reduction in transport.

“For me, this is really where the challenge is going to be met or not.”

CUTTING EMISSIONS AND THE USE OF HYDROGEN Reducing emissions in the field may be relatively simple in areas such as Europe that have a highly-electrified network. In Australia the context is perhaps more complex, with diesel still playing a crucial role in the longhaul interstate and intrastate journeys.

Can a mammoth freight train trip from Townsville to Brisbane, for example, be decarbonised? While making clear the

differences with Europe, Texier believes there may be lessons for Australia.

“In Europe, we still have about 25 per cent of the rail network running on diesel and there is a need to switch to more environmentallyfriendly forms of energy and the natural trend will be to switch to electricity powered by renewable energy,” she said.

“So in Europe electrification would seem to be the first option to consider and I would say that is always an option to assess in other regions too.

“If electrification is not feasible because it is too costly, then you need to examine the vehicles involved and then consider other options such as hydrogen.”

As has been well-documented, Alstom is a key player in the development of hydrogenpowered trains. The company began its first commercial hydrogen operation back in 2018.

Further orders of hydrogen-powered trains in France occurred this year.

“As a fuel source hydrogen brings a lot of autonomy,” Texier said.

“The way of managing a train powered

by hydrogen is actually quite similar to one managed by diesel.

“You can do the refill in ten minutes and you have an autonomy that is between 800 and 1000km.”

Another alternative would be batteries but Texier said this was perhaps unlikely. “It would be very difficult, I think, to imagine that battery can do long distance, at least for the type of distances one would be talking of in Australia,” she said.

“The last option, if you want to be fair, would be biofuels, but there are still drawbacks regarding land use and production methods and you still have some emissions, particularly nitrous oxide.”

THE FUTURE IS NOW While the deadlines for moving to non-emitting trains and rollingstock may seem a few years away, the decisions of today are sure to have real impacts.

“We can’t be thinking decisions about 2030 or 2050 are a long way off,” an Alstom spokesperson said.

“You will be purchasing those assets

today that will still be operational in 20 -30 years – and it is not just rolling stock, it is the efficiency of your network, signalling systems and infrastructure – these decisions need to be made to now.

“We need to be making those decisions now in order to meet those targets.”

REASONS FOR OPTIMISM Texier feels more optimistic today than a year ago, with governments slowly getting policy heading in the right direction.

“Despite the Covid crisis where we put a number of things on hold, we have had good signals from governments,” she said.

“The US has launched a massive green infrastructure plan, China announced they want to be carbon neutral by 2060 and the European Union has said they plan to cut emissions by 55 per cent over 1990 levels by 2030.

“The three largest economies have thus taken important steps to drive the reduction of CO2 emissions worldwide.

“We understand the challenges, but I believe rail can be a force for change and Alstom is ideally-placed to facilitate that change.”

Hydrogen-powered passenger rail is well-established in Europe.

bringing technology together

Sustainability

The next generation of trams A major refurbishment is occurring on Melbourne trams, extending the life-span of the ‘Z’ and ‘A’ class trams and helping boost the state economy.

A ‘Z’ class tram glides down Swanston Street in Melbourne CBD.

Trams are as much a feature of Melbourne as Flinders Street Station or the MCG. The sound of trams is evocative, whether the older style or smoother modern variety. But change is a constant. The current fleet is a combination of trams from the very new to those almost half a century in age.

In the biggest single investment in trams in decades, the Victorian government committed $1.5 billion in the 2021/21 state budget to deliver and maintain 100 Next Generation Trams, and purchase land for a new dedicated tram maintenance facility.

While procurement for the Next Generation Trams takes place, works to extend the life of the A and Z Class trams are underway to keep the network running reliably.

As part of the State Government’s stimulus package to boost jobs in response to the impacts of coronavirus, $26 million has been invested to start to deliver

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upgrades to the mechanical and electrical systems of our longest serving trams. These works will extend the life of the trams to ensure that they can continue operating on our network until they begin to be retired as the Next Generation trams are introduced to service.

Under the program announced by the state government, the trams to be refurbished are: • the Z Class trams • the A Class trams.

• A-Class trams service routes from Glenhuntly (3, 64 and 67), Kew (48 and 78), Camberwell (70) and Southbank (12 and 30) depots.

• Z-Class trams service routes from Malvern (5, 6, 16, 58 and 72), Essendon (57 and 82) and Brunswick (1 and 6) depots.

Yarra Trams CEO Julien Dehornoy said with Yarra Trams being a key part of

Melbourne they understand the important role they have to support the “economic recovery of Victoria”.

“We are working with 25 local suppliers, here in Victoria, to supply the parts that are needed for the program and to create local jobs,” he said.

“With the life extension program, we will be working on more of our trams. These are our oldest trams, some of them are more than 30-years-old.”

He added: “Can you imagine that some of them have travelled more than two million kilometres. That is three times to the moon and back. So they need a little refresh and that is what we are bringing with this program.”

WORK PROGRESSION The funding was awarded in October 2020 and refurbishment work started in

November 2020 with inspections and assessments, with on-tram works starting with replacement of parts such as heating under the seat compartments, Drivers HVAC units, electronic gong, and driver’s microphone. Larger packages of work, which include retractioning and door controls, are undergoing specification development and market engagement.

This work supports the ongoing investment in rolling stock with other overhaul and upgrade works happening to other tram classes in the fleet, and the Victorian Government’s commitment to “progressively invest in new rolling stock with the 100th E-Class tram to enter the network in the coming months”.

“The Victorian-built E-Class trams are the largest, safest and most accessible trams on the network,” a government spokesman said.

“Each tram can carry 210 passengers and includes audio and visual passenger information, air conditioning, improved safety features and dedicated spaces for passengers with mobility aids or prams.”

A technician dons full safety kit while working on the underside of a tram.

THE REFURBISHMENT PROGRAM About 25 Australian companies are suppliers for fabrication and supply of materials, and there will be more to come.

Among those signed up has been Transtech TTM which provides electronic

gong, direction control, resistor box overhaul, HVAC inverters and other services.

Nima Khojasteh from TTM Rail said they were one of these key suppliers of components of Yarra Trams and predecessors for the past 20 years and it was exciting to

Sustainability

increase,” a spokesman said.

“The total will depend on the labour needs of each supplier.”

Key components will be upgraded such as electrical wiring, braking and traction; door operation and communications systems. As part of the works, the traditional bell ‘gong’ will be replaced with a digitised version.

Moving equipment while working on the underside of a tram.

be involved with a project of this nature.

“For this particular project, we are doing some overhaul work for some of the critical sub-systems and we are also designing products,” Khojasteh said.

“One of the really interesting aspects about our company is we actually design and manufacture electronic systems completely within Victoria.

“We are competing against international players and we are often able to win and deliver a superior product.”

Khojasteh said the trams’ project was one that “generates a lot of exposure”.

“We are from Melbourne, we’re a family business, so there are some strong connections.”

Industrial design manager for design development company Ingenuity, Glenn Bevan, talked about the project’s significance.

Ingenuity has three main divisions; industrial mechanical, electrical/electronic and software. The business has a main office in Sydney with smaller offices in Melbourne and Brisbane.

“We have a multidisciplinary approach.

Our Melbourne team is a reasonably new team being a Sydney-based business largely, that’s where most of our staff are,” he said.

“But winning a project like this actually gives us confidence to expand our team in Melbourne; after winning this project we actually put on a new hardware engineer.

“He’s not working exclusively on this project, but it gives us the confidence to expand our team.”

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JOBS FROM REFURBISHMENT According to the state government, this program has already supported 50 full time equivalent jobs, through both the project team and suppliers. “As more suppliers are brought onto the project, the amount this number will only

An ‘A’ class tram on its way down Swan Street, Richmond.

ECONOMIC STIMULUS EFFORTS The A- and Z-Class life extension program is part of the government’s $328.4 million of stimulus investment in public transport and roads maintenance and upgrades which will create or support more than 600 jobs, as Victoria moves through its recovery from the coronavirus pandemic.

The Victorian government said that every dollar spent as part of this extra investment will help to improve the public transport network and ensure it is continuing to provide services that passengers can rely on when they need it.

“The stimulus package includes upgrades to tracks, trains and trams to deliver better and more reliable passenger and freight services across the state.”

This funding is in addition to the current $620 million public transport maintenance program already underway across the state.

Sustainability

Sustainability - more than just a credo A business with a focus on biodegradable lubricants looks to leverage a greener future.

The Pilatus cogwheel railway – an innovative masterpiece of Swiss engineering. PANOLIN lubricants are used to lubricate the gears and track.

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C R E D I T: PA N O L I N

friendly products that have a positive impact on the customers’ CO² emissions balance, due to their long-term use, which will be briefly presented in this article.

PANOLIN HLP SYNTH BRINGS SUCCESS Decades ago the first machines were filled with PANOLIN HLP SYNTH. The worldwide established PANOLIN HLP SYNTH, is formulated on the basis of saturated esters and enables a service life that is five to 10 times longer, compared with mineral-based hydraulic oils.

“This not only protects the environment, but also the operators’ wallet,” said Harry Gettings, regional business development manager, Asia Pacific, at PANOLIN International.

“Reducing costs as well as increasing reliability and sustainability - a never-ending issue in rail technology and all other industries.

“PANOLIN has been pursuing these topics for decades with renowned and globally proven products.”

C R E D I T: P I L AT U S

Whenever sustainability is discussed, the United Nations’ protocols on the implementation of the Framework Convention on Climate Change is on everyone’s lips. The call to cut CO2 emissions is, and will remain, an urgent issue.

As a global market leader in biodegradable lubricants, PANOLIN has attached great importance to the environmentally friendly management of resources and resultant longterm sustainability, for decades to come.

The development of biodegradable high performance hydraulic fluids by the Swiss family-owned company PANOLIN, began in 1983. In 1985 PANOLIN launched its first biodegradable hydraulic fluid – PANOLIN HLP SYNTH, which on the one hand enabled machines to perform to maximum efficiency, while on the other hand, protected the environment and its resources. Since then, the core competence of PANOLIN is high performance, environmental friendliness, and cost effectiveness of environmentally considerate and environmentally acceptable lubricants (also known as ECLs and EALs).

The company develops environmentally

PANOLIN, in using recon drums, combines ecology and economy.

Since 2019 in addition to PANOLIN HLP SYNTH 32 (since 2017), PANOLIN HLP SYNTH 46 has been listed on the Bosch Rexroth Fluid Rating List 90245.

“These two products are the only environmentally compatible hydraulic fluids with Bosch Rexroth RDE 90245 approval,” Gettings said.

“This result shows the outstanding performance of PANOLIN lubricants, especially in terms of their longevity and excellent wear protection.

“To this date PANOLIN is still the only approved EAL/ECL by the standards or BR RDE 90245.”

In addition to HLP SYNTH, the company’s latest innovation, PANOLIN SPRINT, is now also operating worldwide. PANOLIN SPRINT extends the PANOLIN HLP SYNTH product concept and gives customers the opportunity to a cost-effective introduction, to the use of high-performance bio-hydraulic fluids. While PANOLIN HLP SYNTH is designed for a long service life, PANOLIN SPRINT is designed for the same use, but for a shorter running time.

“This advantage is strengthened by the compatibility with the established PANOLIN HLP SYNTH,” Gettings said.

“This special feature makes an upgrade possible at any time. Lubricants from PANOLIN are manufactured with high-quality resources and state-of-the-art additives.

“Development, production and distribution of lubricants are certified according to ISO 9001 and ISO 14001 as well as the American Bureau of Shipping.”

C R E D I T: P L A S S E R

PANOLIN Oil used in track maintenance helps keep trains running smoothly.

THE GREENMACHINE Constantly growing demands on machines as well as environmental protection, have led PANOLIN to continuously expand the catalogue of requirements for their products and to improve the formulation of the hydraulic fluids for a variety of industries. In rail technology, lubricants play an important role in the reliable operation of vehicles and infrastructure. This thinking lies behind the launch of PANOLIN’s sustainable “GREENMACHINE” concept symbolised by a green CO2 footprint that is based on the needs-oriented use of PANOLIN’s broad range of lubricants. It aims to use machines, that are as environmentally friendly as possible, with the highest level of technical safety and the best economy. When a machine uses biodegradable lubricants at as many lubrication points as possible, it is classified, a GREENMACHINE. RE-CO DRUMS - SUSTAINABLE IN & OUT With the use of reconditioned 200 litre oil drums, PANOLIN combines ecology and economy. Instead of being disposed of, the steel drums are recycled (reconditioned).

For some time now, PANOLIN has invested into the development of a more sustainable red barrel. The most environmentally friendly solution is through

the reutilisation of used steel. Due to the application of reconditioned drums, the company is not only able to face the increasing problem of worldwide steel disposal but also the associated price increase. Therefore, it is able to act in an ecologically responsible manner to an economical requirement.

“The advantages of a RE-CO drum as a sustainable packaging solution are versatile,” Gettings said.

“The use of the drums not only reduces 46kg of CO² in the manufacturing process, but also gives the raw material steel a second life. While having the same cleanliness specification as new drums, the RE-CO drums bring more flexibility and independence in view of the global steel shortage.”

PANOLIN has installed its well-known CO2 footprint logo on every RE-CO drum to indicate CO² savings.

“With this action the company wants to show all partners and customers its aim of supporting and promoting the circular economy,” Gettings said.

“We’re talking about sustainability that is directly visible.”

THE BIG PICTURE These cornerstones are all part of one big mission of PANOLIN: to make high

performing, biodegradable lubricants the global standard. The combination of readily biodegradability, reduction of CO² emissions and conservation of resources are central elements of the company’s philosophy and part of a recipe for success. Sustainability has been a priority since PANOLIN was founded.

PANOLIN with its High Performance Environmentally Considerate Lubricants as well as sustainable and novel concepts, has made its contribution to the environmentally friendly use of machines in the world for decades.

With these fundamental ideas, a visionary spirit and constant drive for improvement, PANOLIN will keep contributing to sustainable protection of nature.

THE COMPANY The PANOLIN Group is an independent family owned company with headquarters in Switzerland.

The company was established in 1949 by Bernhard Lämmle and is fully owned by the Lämmle family to this date.

PANOLIN is a full range lubricant supplier with its core competence in providing high performing environmentally acceptable lubricants (EALs) since 1983.

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Operations

Precision sensors and automation solutions How one company is helping keep rail networks operating and overcoming the maintenance gap.

Australia relies on diverse rail networks as its primary distribution means to keep the entire supply chain working effectively, from remote mining areas to urban locations. Keeping rail infrastructure in good condition is a high priority. However, a high likelihood of a maintenance gap between CBD rail networks and those in regional areas poses a new challenge.

Condition monitoring and critical asset maintenance are crucial when it comes to rail management. An optimal asset management strategy depends on tools to evaluate the performance and the reliability of the rail networks. The condition monitoring system can be implemented to understand the overall health of the rail system which aids in the decision-making process while maintaining cost efficiencies.

HIGH-PRECISION SENSORS For more than 20 years, Bestech Australia has provided high-precision sensors and automation solutions to support testing and R&D activity to the Australian Industry.

Engineers and contractors primarily utilise sensors for conducting measurement as part of asset maintenance, condition monitoring or research activity. Sensors are used to conduct measurements such as strain profile, which

The ILD1420 laser triangulation sensor installed on a train bogie.

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can be translated into the current health of the infrastructure. The collected data are transferred to the computer for further analysis. From there, engineers will be able to make an informed decision on whether the rail maintenance needs to be performed. An example of such an applications is measuring the width of the rail gauge.

Rail tracks are continuously exposed to stress, either residual stress from train loading or temperature variation, which may deform the rail head. This deformed track needs to be identified immediately and undergo maintenance as it can potentially cause accidents. The measurements are regularly conducted to pre-emptively detect the variation in the rail width. Therefore, it is not financially feasible to close off the rail tracks to allow maintenance personnel to perform the test every time. To get around this, a system that can be directly integrated onboard the train to conduct the measurement while the train is moving would be ideal. Such applications require compact-size sensors such as non-contact laser sensors that can be easily installed in the train without disrupting the other rail components. This high-precision sensor from Micro-Epsilon has been previously used to develop an innovative rail system that uses artificial intelligence to guide trains

along the tracks. The outcome of the project is to reduce the wear and tear of the rail tracks, allowing them to operate for longer.

For measurement of the rail gauge width, the sensor can be in¬stalled on the train bogie. This location is ideal as it presents no interaction with other systems. Two optoNCDT 1420 laser triangulation sensors can be installed at each end of the bogie for this purpose. The sensors can be timesynchronised and the results can be used to calculate the gauge width. The optoNCDT 1420 laser triangulation sensor comes with an integrated controller to offer high precision and high-speed measurement of displacement, distance and position up to 4kHz. The sensors also have a wide range of different output signals such as analog or RS422 communication interface.

These high precision sensors from Micro Epsilon provide high speed and advanced measurement capability which offer additional possibilities for high-speed railway applications. Two sensors with small laser spot can be installed on the measurement wagon to detect chipping, wear and slippage with high resolution. They are also unaffected by fluctuating reflection and ambient light, resulting in highly accurate measurement.

In addition to laser sensors, there are also other sensors widely used in rail track inspections. The profile scanners have been used to detect rail wear by mounting them on a measurement wagon. The scanner

FAST FACT • Keeping rail infrastructure in top condition is crucial; • Bestech Australia provide high-precision sensors and automation solutions to support testing and R&D activity; • Sensors are used to do measurements such as strain profile, which can be translated into the current health of the infrastructure; • Collected data can transferred to the computer for further analysis.

Compact laser triangulation sensor from Micro Epsilon.

can accurately detect the rail profile even when the train moves at high speed up to 100km/h. The results are automatically evaluated in the system and can be marked on the map using the GPS, allowing the maintenance personnel to carry out a welldirected repair measure.

Additionally, the scanCONTROL laser profile scanner also has been used in an application to measure rail profile before and after milling. They measure the rail profile immediately before and after the grinding wheel. What makes the scanCONTROL particularly suitable for this application is its automated profile evaluation feature and its suitability to be used for on-board measurement. Therefore, the data can be recorded in real-time and transferred to the central control unit in the milling train.

As the measurement needs to be performed on-board, the users need to have a suitable data acquisition system to collect the data. The measurement system from imc such as imc CRONOSflex offers rapid measurement and real-time calculations on board. It can also record fieldbus information such as from MVB (Multifunction Vehicle Bus) to provide new data capture possibilities.

The imc measurement system provides additional measurement capabilities that can be useful for rail testing and condition monitoring. The system can be arranged to form a decentralised measurement system that consists of distributed local amplifiers with data recording and storage capabilities.

It simplifies the installation and setup and minimises electromagnetic interference.

What makes the imc measurement

system suitable for rail applications is its extraordinarily robust housing to withstand continuous mechanical shock and exposure to dust and projectile gravels. Therefore, it can be directly mounted on the bogie while performing reliable measurements in any weather condition. Bestech provides highprecision sensors and turnkey measurement solutions that meet the particular requirement of the rail industry. It specialises in design, delivery and commissioning of customer-specific measurement solutions through consistently providing high-quality technical support to aid in the successful delivery of the project.

The compact laser triangulation sensor from Micro Epsilon.

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Operations

Towards smoother tracking How innovations in overcoming track fouling are set to optimise rail performance.

Newly constructed or maintained ballasted track usually has clean, large, and uniformly graded ballast. With traffic accumulation, fine materials, such as degraded ballast aggregate, commodity material (coal, iron ore, grain), clay, sand, and other small particles, will penetrate the clean and uniformly graded ballast layer, leading to contamination, usually referred as fouling.

An example of water accumulation in the ballast drainage test.

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Fouling is unfavourable to track performance due to the reduced drainage, causing formidable engineering challenges.

For decades, researchers and practitioners have been focusing on developing feasible track maintenance solutions to restore track drainage. However, the effect of popular maintenance activities on track drainage restoration under different fouling conditions is not well-understood.

The lack of comprehensive understanding of fouling migration through the ballast layer gives rise to challenges in correlating fouling profile with track performance, and raises arguments regarding the benefits of maintenance activities, such as shoulder cleaning.

Shoulder ballast cleaning is a costeffective alternative to improve track performance and restore drainage. There are many advantages associated with the practice of shoulder ballast cleaning when compared with alternative track

maintenance options; such as significant enhancements in productivity, less disruptive to the track substructure, and less resource intensive. Shoulder ballast cleaning optimises the productivity of ballast rehabilitation programs with less required track time, no speed restrictions, and less invasive work to the track structure allowing crews to capitalise on short track windows.

LORAM HP SBC Loram’s High Performance Shoulder Ballast Cleaner (HP SBC) is the industry’s proven performer for heavy haul, freight and commuter railroads. With typical production of 1200 cubic meters of ballast per hour, the Loram HP Series leads the industry with superior value – measured as the best combination of production speed, depth of cut and quality of cleaning.

Loram’s HP Series machines are selfpropelled, equipped with twin 760 mm wide, high-capacity digging buckets to clean

Somewhere, over the rainbow, there is a path to smoother rail performance.

ballast up to 860 mm beyond the end of the sleeper reaching to the edge of the ballast section. These buckets dig as deep as 500 mm from the top of the sleeper at speeds up to 3.2 km/h. The integrated scarifier teeth simultaneously undercut the sleeper ends up to 30 mm, breaking up mud pockets and restoring drainage.

Vibrating separator screens on the Loram HP SBC clean and restore fouled ballast by removing dirt, mud, and fines more effectively than any other machine in its class. With Loram’s exclusive elliptical throw agitation and variable screen levelling from 9–19°, the separator screens on the HP Series provide distinct cleaning advantages over any other machine on the market. In wet conditions that are frequently encountered, the screen angle can be adjusted lower for greater cleaning action.

In common ballast conditions, the screen angle can be adjusted higher, delivering increased cleaning speeds. The reclaimed ballast is repositioned on either or both shoulders to the specified track shape and the separated fines are discharged up to 8.8 metres from track centreline.

EFFECTS OF FOULING To gain insight of the effect of fouling on ballast drainage and particle migration behaviours, Loram is supporting research

at the University of South Carolina, led by Dr Yu Qian, to perform both cutting edge numerical simulations and innovative laboratory experiments to bridge the knowledge gap between the fundamental engineering science and field practice.

A full-scale track section is built in an innovative transparent ballast testing tank in the laboratory at the University of South Carolina to quantify the ballast permeability before and after shoulder cleaning or other types of ballast maintenance activity. Fouling particles and water are dyed and continuously tracked through high-resolution cameras to visualise the entire migration process of the fines. Track drainage restoration from shoulder cleaning or other types of ballast maintenance activity under different fouling conditions can be quantified and compared.

A fully coupled CFD-DEM (Computational Fluid Dynamics – Discrete Element Modelling) simulation model is also developed to study the detailed interactions between ballast, fines, fluid, and air to explore the correlation between parameters in micro-scope and track performance in macro-scale. Different from traditional flow net analysis, the numerical model developed in this study simulate individual fine and ballast particles for both saturated and unsaturated conditions. The effect of different rainfall intensities can be simulated with considering the dynamically

evolving drainage paths as fines and water moving within the ballast aggregate skeleton. This model would also provide information that hardly can be measured in the experiment to help optimise the ballast maintenance practices, such as shoulder cleaning depth, width, and frequency. We can see there are example of how fine particles migrate during rainfall events and provides the local fouling index (FI) change based on the fine particle accumulation.

The results indicate that: • Shoulder cleaning is highly effective in improving ballast internal drainage as the shoulder region is the primary flow passage for internal drainage.

• Shoulder cleaning helps in migration of fouling material from the track centre to the shoulders by creating a flow path from track centre to the shoulders which effectively reduces track’s rate of deterioration and increases the ballast life.

FINAL THOUGHTS As we have seen, fouling is bad for track performance due to several reasons including reduced drainage. For decades, researchers and practitioners have worked on developing feasible track maintenance solutions to fix track drainage. Via the development of High Performance Shoulder Ballast Cleaner, Loram Maintenance of Way has taken a significant step towards solving these issues.

Overview of the full-scale ballast drainage test setup.

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All construction and maintenance contractors are invited to get involved.

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Infrastructure

Unleashing the power of PPPs Director of infrastructure at Donald Cant Watts Corke, Andrew Loh, discusses the benefits and complexities of public private partnerships.

Australia is currently in the midst of an infrastructure boom. A key catalyst of this is the Australian government’s pledge to spend $110 billion on transport infrastructure projects across the nation over the next decade.

Infrastructure projects by nature are high risk, have very large project values and long construction times. Public private partnerships have emerged as the preferred procurement method for such projects. In a PPP type arrangement, the state (public sector) is legally bound to a private consortium and the partners agree to share some portion of the associated inherent risks and rewards.

Even as a preferred method of procurement, PPP projects can encounter cost blowouts and / or legal dispute. This is due to a number of factors, which include, but are not limited to, an imbalance in project risk allocation, overheated market conditions, scope growth and a lack of experience in terms of the use of PPPs. When it came to PPP in infrastructure, there were five contributing factors considered the backbone of successful PPP projects. These represented improved collaboration and the easing of any risk of partnership strain.

SHARING OF PROJECT RISKS It is imperative to develop and maintain a robust risk management process for any infrastructure project due to their high risk / value nature.

In most PPP projects, a large portion of the project risks are usually transferred to the private sector as they are theoretically best placed to manage the proposed project.

However, this may not always be the case as some specific project risks, such as legislation and approvals required, are better controlled by the state or public sector. Having processes in place where individual risk items are identified and allocated to the party best positioned to manage each risk, will ensure fair risk allocation between the public and private sector.

The incorporation of collaborative contracting principles (pain / gain share mechanisms) within the PPP framework was an innovative way to better mitigate risks such as unknown utilities, contamination and / or cultural / heritage finds.

Adequate risk management processes, augmented by the incorporation of the above

Project instead. Both were arguably equally important projects for Melbourne, where rapid population growth has rendered existing transport infrastructure obsolete or inadequate.

These two infrastructure projects were designed to compliment each other, and neither held more benefits than the other.

Andrew Loh, director of infrastructure, Donald Cant Watts Corke.

mechanisms, increases the chances of a ‘winwin’ scenario - successful project completion for the state and private sector profitability.

CONDUCIVE ECONOMIC CONDITIONS The presence of favourable economic conditions is a key ingredient for successful PPP infrastructure projects. Such conditions entice funding from local and international investors as they increase the chance of healthy returns.

It is important the state does a marketsounding exercise during the early stages. This is to determine if there is sufficient market interest and / or market capacity to ensure project success.

Key questions the state should ask are: • Is there enough coverage and interest from the best suited private sector partners?

• Does the proposed project have adequate scale / magnitude to attract the right partners?

POLITICAL SUPPORT Political support cannot be overlooked. The public sector has the ability to pass enabling legislation and / or modify existing legislation to support infrastructure projects, thus reducing the likelihoods of approval delays.

A prime example of how political support can make or break an infrastructure project comes from Victoria with the East West Link Project, backed by the Napthine Liberal government, vs. the West Gate Tunnel Project (backed by the subsequent Andrews Labor government). After winning the state elections in 2014, Labor cancelled the East West Link Project and implemented the West Gate Tunnel

BIDDING CONSORTIA (PRIVATE SECTOR) From the private sector perspective, having experienced and capable bidding consortia is another key factor for successful PPP projects.

Any bidding consortia should be staffed and led by personnel with extensive experience in PPP infrastructure projects within the region.

This is crucial as it should enable a transfer of knowledge and experience within the respective consortiums (implement lessons learnt from past projects successes and shortfalls).

Within bidding consortia, strong working relationships should be fostered to facilitate an honest assessment of the parties’ strengths and weaknesses. This increases the level of synergistic collaboration for the consortium.

CLARITY AND TRANSPARENCY A clearly documented and transparent decisionmaking process; agreed by both the public and private sector, is critical as it ensures that effective policies are implemented, and decisions made without delay.

This is particularly important for PPP infrastructure projects given the numerous negotiations and agreements that are made,.

Flexibility should be incorporated in these decision-making processes to allow some leeway for both parties to adapt to unforeseen circumstances.

Another key success factor is the involvement of stakeholders, including the public, as well as a continual assessment and review process. Early involvement of the public reduces the risks of opposition.

Successful implementation of the PPP model is crucial. In summary, there is no standardised solution that guarantees the success of a PPP but the potential is considerable.

Reach out to the DCWC specialist infrastructure team via info@dcwc.com.au to discuss PPPs and your next project.

WWW.RAILEXPRESS.COM.AU | 37

Technology

Ensuring a safe journey.

Bridging the safety gap How an Australian business is ensuring a safer boarding and exiting experience for rail passengers.

The people at Sydney Trains knew they had a problem. According to their own figures, on average five people fell through the gap between train and platform every week across the Sydney train network. The majority of those were children or elderly commuters.

Some 13 per cent of these falls occurred at Circular Quay Station, one of the network’s busiest terminals.

So, what could be done? Enter Delkor Rail and its Platform Gap Filler. Sydney Trains is currently undertaking a trial of Delkor Rail’s Platform Gap Filler at Circular Quay station.

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The gap filler product seeks to prevent passengers from falling in the gap between the platform and the train.

ADAPTING THE RUBBER GAP “Local engineers studied other networks in Australia and overseas to adapt the rubber gap filler technology for Sydney,” said acting chief executive of Sydney Trains Suzanne Holden.

“While there’s a long way to go, we are confident this technology may be a solution to improving safety and accessibility on some of our problem platforms.”

Delkor Rail marketing director George Stamboulis said his company and Sydney Trains took a collaborative approach to addressing an important issue.

“We took our existing product and modified the design to suit the particular

requirements,” he said.

“We also worked with Sydney Trains on the installation methodology that was largely completed by the Sydney Trains’ team.”

The Platform Gap Filler was installed on Platform 1 at Circular Quay in December 2020, with Platform 2 completed in midFebruary. Since the trial began, there have been no reported incidents due to the platform gap.

The Sydney Trains team undertook the painstaking process of installing the Platform Gap Filler along the entire length of the Circular Quay platforms that involved drilling more than 1,000 holes into the side of the platform.

Platform Gap Filler is described as “a sturdy, hard-wearing rubber element that is mounted along the edge of a platform to reduce the gap between the platform and the entrance of a passenger train; ensuring that when a train stops at a platform, passengers can enter and exit with safety”.

RUBBER FINGERS George Stamboulis said the rubber fingers were a key part of the Platform Gap Filler’s unique design.

“The fingers are designed to move aside with heavy horizontal loads such as a train brushing against them. But vertically they are quite strong, and a person can stand on it and be fully supported,” he said.

“They are also ideal for passengers who require wheelchairs and scooters for mobility.

The gap filler is so sturdy that it can support the mobility-impaired.”

The Delkor Rail Platform Gap Filler is available in several sizes, colours, mounting applications, and material specifications, so it can be designed to suit most platform and operating conditions.

INTERNATIONAL AND NATIONAL PRESENCE Delkor Rail has worked with many large railway operators to design and supply Platform Gap Filler’s on station platforms across Europe, South East Asia and North America. In Australia, Delkor Rail has designed and manufactured platform gap fillers in both Melbourne and Brisbane metro train networks.

“The Platform Gap Fillers (PGFs) are designed to suit the operating and gap profile for each particular network,” Stamboulis said.

“The PGFs supplied in Melbourne Brisbane and Sydney are different but based on the same design principle.”

The business also has installations in the

Previously, boarding could prove hazardous.

UK at the Heathrow Airport tube stations, in The Netherlands, Dubai, Hong Kong, Korea, US (at bus stations) and Toronto in Canada.

So, what is the future of this product?

“With passenger safety becoming a priority then the future use of the PGF’s is quite high potential,” Stamboulis said.

Boarding a train with reduced injury risk.

“The words ‘Mind the Gap’ can be seen and heard at virtually every major metro around the world.”

The PGFs are designed in Sydney and manufactured at Delkor’s mass production plant in Melbourne’s south-east. The same facility mass produces suspension

components for the latest generation rollingstock.

Stamboulis talked about the evolution of the product.

“There was an opportunity many years ago to have a solution to address the gap between a standing train and the platform,” he said.

“This is an issue within most metro’s globally. Train travel has proven to be an efficient means of transporting a high capacity of people in major cities around the globe,” he said.

“The PGF adds a factor of safety for passengers preventing falls and injuries.”

HOPES FOR THE FUTURE “Our long-term goal with the PGFs is to see it utilised in situations where the gap between the train and platform is large enough to potentially cause injury and delays in the busy rail metro systems around the world,” Stamboulis concluded.

George Stamboulis (right) with technical manager Liam Turbet, pictured at Circular Quay during installation works.

BENEFITS OF PLATFORM GAP FILLER • Improves passenger safety – reducing potential risk of liability; • Improves access for the mobility impaired / wheelchair access; • Reduces train passenger entry and exit times thus minimising train delays.

WWW.RAILEXPRESS.COM.AU | 39

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RAIL EXPRESS is compulsory reading and a vital tool for all people working in and around the rail sector.

Rail Express is Australia’s authoritative business to business rail publication.

The sustainability issue Trash into treasure, turning recycled plastic into railway sleepers - SEE PAGE 19 Alstom’s sustainability play

Melbourne's trams get an upgrade

The quest for better boarding

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Safety & Assurance

RISSB major projects update RISSB is working with stakeholders to respond to some of the greatest challenges facing rail.

RISSB has traditionally worked on, and is best known for, writing rail industry standards, codes of practices and guidelines. However, in 2020 we added a new aspect to our work plan – that of major projects. RISSB’s major projects portfolio targets problem areas for the rail industry not easily addressed by standards, codes of practice and guidelines.

Since last year we have worked with stakeholders to respond to some of the greatest challenges that rail faces through eight focused work streams: track worker safety, national rules, national vehicle register, train control interoperability, noise, technology benefit realisation and the national rail action plan. Over the past six months, we have made major progress delivering work in many of the eight work streams.

NATIONAL RULES Following the delivery of the National Rules Framework in February 2020, a National Rules Industry Reference Group was established and agreed to identify those individual rules – not entire rulebooks – where the industry wanted harmonisation to improve safety and deliver business benefits. The group agreed to proceed in communications and at the end of 2020, RISSB delivered a National Communications Rule to industry.

Work is now underway to develop a Safety Critical Communications Code of Practice that will establish and define the common terminology and phrases relevant to safety critical communications within the Australian rail industry and a harmonised national rule – Walking in The Danger Zone.

RISSB will also start work on a new Railway Rule Books Standard. This Standard will describe a common approach for writing railway rulebooks building on RISSB’s National Rules Framework and incorporating the above mentioned harmonised national rule. The objective of this work is to incrementally improve the safety of workers.

TRACK WORKER SAFETY RISSB is developing a Guideline called Achieving a Positive Safety Culture in The Rail Corridor. Investigations into occurrences in the rail corridor regularly cite a poor safety culture as a contributing factor and this has been the case for some time. RISSB has

several projects focusing on track worker safety and this document is part of that suite.

NATIONAL VEHICLE REGISTER RISSB is developing a national vehicle register for rail vehicle identification. Interfaces between adjoining rail infrastructure managers (RIMS) often present challenges, both for RIMs and for the operators that move across them.

This tool will reduce administrative burden and will help move people and freight around the country with greater ease and across complex networks of infrastructure managers and multijurisdictional operators by creating a national overlay that will allow existing systems to “talk to each other”. This project reached a critical milestone earlier this year with the completion of procurement activity.

SKILLS AND COMPETENCIES RISSB continues to progress a series of important projects around harmonising and raising the quality of our industry’s communications including the development of two online communications courses.

One of those courses is focused on the role of the protection officer (PO/TFPC/ safe working specialist) and builds on the accredited unit of competence Apply Safety Critical Communications in the Rail Environment (TLIF0008). This course will be a short, online (non-accredited) course with an assessment, that can be completed at the student’s own pace.

NOISE RISSB continues to progress a major project looking at noise generated by railway operations and how its impact on residential areas can be mitigated. A key part of this work looks at noise generated by wheel squeal. A draft research report was presented to RISSB earlier this year for review and comment and will be made available to members once it is finalised.

Train horn (whistle) noise and its adverse impact on communities has been a growing industry and community concern driven by more people living near rail corridors, more rail services (including at night), and a greater understanding and acceptance of the adverse health impacts of environmental noise.

In March, RISSB delivered a white paper highlighting some of the key challenges facing industry and the community, and recommended options for industry to manage this issue. A new train horns code of practice currently underway will build on the findings outlined in the white paper and provide a good practice approach to managing train horn noise that will drive national consistency.

FINAL THOUGHTS If you would like to know more about RISSB’s major projects, including how to get involved in any upcoming work, send an email to info@rissb.com.au with ‘Major Projects’ in the subject line.

The RISSB Major Projects portfolio targets problem areas for the rail industry that are not easily addressed.

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Industry Associations

Overcoming the skills shortage Rail construction activity over the next five years is tipped to more than double that experienced at the peak of the mining boom, putting skilled workers at a premium.

ARA CEO Caroline Wilkie.

The skills shortage facing the rail industry over the coming years is well documented, with the ARA’s 2018 skills capability study confirming an urgent need to address the issue as more rail projects get off the ground.

As the industry has worked hard to keep projects on track through the pandemic, the issue has not abated. In fact, border restrictions that make it harder to move across the country, and a growing list of projects hitting key phases, has probably brought the issue to light even more.

It is not hard to see why this is a particularly pressing issue.

Over the next five years, rail construction

activity will be more than double the activity we saw at the peak of the mining boom.

You did not have to be working in mining at that time to hear the stories of skills shortages, the challenges of ramping up new projects quickly and the difficulty in sourcing specialist skills that can be hard to come by at the best of times. That is not an experience we want to see replicated in rail at this critical time for the industry.

There are two notable issues at play in addressing this issue.

First, ensuring we have the specialist skills required to deliver major projects and support the operation of a modern and

Skilled workers will be crucial in bringing major rail projects to fruition.

42 | ISSUE 5 - JUNE 2021 | RAIL EXPRESS

The pipeline of rail projects is sure to increase demand for key labour.

responsive rail network is critical. Signalling, track maintenance, train drivers and training professionals are key roles that are in demand across the industry. As we focus on promoting the rail industry to the next generation of talent, the ARA is also working to address this immediate need for critical roles across the industry.

A recent survey of our members found about half of those who took part expected to increase their reliance on skilled migrants in the next 12-18 months. That will require roles such as rail operations, maintenance, engineering and consultancy to be considered for inclusion on the Priority Migration Skilled Occupation list to support industry needs. We are engaging with government on this issue to help industry meet its more immediate needs as we build a strong pipeline of talent locally to support future requirements.

The ARA also recently launched its new rail industry remuneration portal – the first of its kind for the rail industry – to give our members more clarity about the market for specialist roles. This will be an essential resource for organisations competing for in demand skills over the coming year, with the portal providing participating members with salary and wages data for key rail-related roles and industry insights to guide their

recruitment strategies.

These are meaningful ways in which the ARA can support the industry’s immediate skill requirements.

Second, we need to attract more people to the rail industry overall.

When the ARA launched our Faces of Rail campaign and asked people how they started their rail career, ‘by chance’ was a common response. So why aren’t more people choosing a rail career – one that can take them around the world, provide opportunities to move across projects and roles and support a rich and rewarding career over the long term? The answer is both simple and complex. Historically, there has been no clear pathway for people to join the rail industry.

Should you study engineering at university, for example, you will be hardpressed to find dedicated rail units as part of your course of study.

The ARA is working with government and the tertiary sector to identify opportunities to create clearer training and education pathways for the industry to address this issue.

It is critical that as the best emerging talent of the next generation prepare to leave school and – later – university, that they can clearly see the opportunity the industry presents and know how they can work to

claim their first role in rail.

With clearer pathways in place, the ARA and the wider industry will be able to better market the appeal of working in rail, and the real difference people can make through their contribution to the industry. You can expect to see more from the ARA on this issue later in the year as we develop a new campaign to promote careers in the industry.

A FOCUS ON DIVERSITY As we welcome more people to the industry, we will also continue our focus on diversity.

The ARA held its first Women in Rail lunch for the year in Perth in April, bringing together industry leaders from across the state to discuss the importance of diversity to the industry’s future.

The industry has already made some gains in supporting greater diversity across the workforce – something that is essential if we are to innovate and grow as we must. But the fact remains that female participation in the rail industry remains below national averages – at just 27 per cent.

As we open our doors to more people to support the growth that is to come, we will need to demonstrate the industry’s commitment to celebrating an increasingly diverse workforce.

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Industry Associations

National consistency crucial for electric vehicles and user pricing in Australia Taxation mechanisms for transport use should be uniform.

Electric and hydrogen vehicles are the future of Australia’s supply chain economy. However, the fledging product technology is currently climbing the apex of what must be considered Australia’s Mt Everest of legislative hurdles to get a foothold in the Australian freight and logistics market.

Australia is a single national economy.

Yet so much of the regulatory framework that impacts on businesses is designed and enforced at a state or local level. For those operating businesses in the freight logistics sector, this means daily confrontation with a hodgepodge of legislative and regulatory hurdles that variously confound and complicate the process of transporting freight safely and efficiently.

States have rushed to the finish line determined not to be left behind to establish their own state-specific sets of road user pricing. The result is that they are strangling an infant commercial market with excessive unit cost increases before it has even managed to establish its first breaths. It is disappointing that a simple and nationally consistent federal fuel excise regime is at risk of ultimately being replaced with another complex set of charges administered at the state and territory level.

The ALC is firmly of the view that taxation mechanisms for transport use should be uniform throughout the country. Additionally, pricing should not distort the choice of transport mode used by consignors and/or consignees in the transport of freight. It is also imperative that all users, irrespective of whether they are operating light or heavy vehicles, electrically or traditionally powered, pay the user charges necessary to permit the construction and maintenance of the infrastructure Australia needs now and in the future. We can no longer rely on the fuel excise to do this.

The growth of fuel cell electric vehicles, as the CSIRO noted in its important National Hydrogen Roadmap: Federal, state and local government entities

ALC chief executive officer Kirk Coningham.

“Australia is a single national economy.

Yet so much of the regulatory framework that impacts on businesses is designed and enforced at a state or local level. ”

typically have their own portfolio of priorities and time spent by technology proponents in acquiring multiple approvals which can constrain development and increase costs. An inter/intra-governmental authority with the power to make decisions within a reasonable time frame will therefore be important in facilitating industry growth. This could provide a ‘one-stop-shop’ for gathering all the required licences for a specific hydrogen project. It could also serve as an important signal to potential global investors that Australia is utilising appropriate governance structures in developing the local industry.

The Roadmap also noted a lack of infrastructure is a barrier to support increased use of fuel cell electric vehicles.

This raises two issues.

Firstly, it is important the infrastructure is there to allow the efficient transport of hydrogen that is not completely reliant on movement by road.

The second issue relates to planning. While it is unlikely Australia’s federal system would permit a single consent authority to develop

a hydrogen approval authority as suggested above, jurisdictional planning instruments must ensure: 1. A spread of charging and refuelling stations in urban areas; 2. ‘Back to base’ charging and fuelling infrastructure is not impeded; and 3. That infrastructure for the movement and storage of hydrogen is permitted.

The Australian government has recently published Draft National Urban Freight Planning Principles that are intended to be included in the planning documentation generated by states and territories.

They are one of the important outputs from the National Freight and Supply Chain Strategy – a process strongly championed by the ALC. Uptake of alternatively powered vehicles is the future of Australia’s commercial and consumer economies.

Ultimately, consistent taxation mechanisms for commercial user access are essential to supporting Australia in remaining competitive in the global market.

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Contracts in brief

Keep up to date with the latest contracts, EOIs, and tenders announced this month NSW Inland Rail provides spin-off benefits in the field of technology A feasibility study into improving mobile communications along the Inland Rail corridor between Narrabri and North Star was welcomed by federal Parkes MP, Mark Coulton.

Coulton, also the regional communications minister, said the study would confirm the site-specific technical approach, schedule and cost to improve mobile telecommunications coverage in

end of the N2NS section.

Telstra regional general manager Northern NSW Michael Marom said Telstra was delighted to be working with the ARTC and the Australian Government to identify options for enhancing mobile coverage.

“We are currently conducting a detailed feasibility study for enhancing coverage along the Narrabri-North Star section of the Inland rail, and that study should be completed within the next few months,” he said.

“ARTC is strengthening existing mobile telecommunications infrastructure, building on advice from the Telecommunications Working Group, community feedback, and to meet their operational requirements.”

Mark Coulton, Federal MP for Parkes a corridor 10-15km on either side of the Narrabri to North Star section of the Inland Rail project.

“ARTC is strengthening existing mobile telecommunications infrastructure, building on advice from the Telecommunications Working Group, community feedback, and to meet their operational requirements,” Coulton said.

“Inland Rail will require mobile telecommunications for safe working systems and rail control – these upgrades will also leave a lasting benefit for communities long after the construction is finished.

“The construction and operation of Inland Rail will be a catalyst for growth in North West NSW – creating jobs and opportunities for local businesses while boosting economic activity and generating investment.”

The Australian Rail Track Corporation and ARTC’s telecommunications provider Telstra is to partner to deliver the feasibility study in the northern

46 | ISSUE 5 - J U N E 2021 | RAIL EXPRESS

VIC Improvements to Gippsland Line continue to progress Community updates were held into the progress of the Gippsland Line Upgrade, aimed at delivering more frequent and reliable train services to the growing communities of Gippsland while also creating regional jobs.

The project has already delivered benefits for passengers on the Gippsland Line, with upgrades to level crossings between Sale and Bairnsdale allowing VLocity trains to run to and from Bairnsdale for the first time.

The new Avon River bridge in Stratford, which is already complete, allows trains to travel faster in this section – they no longer need to slow down to 10 km/h.

The Gippsland Line Upgrade is expected to enable much needed extra services between the peaks between Traralgon and Melbourne, as track duplication, a crossing loop extension and second platforms at stations will provide more opportunities for trains to pass each other.

Improvements to accessibility and amenities at Bunyip, Longwarry, Morwell and Traralgon stations will also be made to give passengers better journeys. Train detection upgrades at level crossings along the line will improve safety for motorists and train passengers.

VIC Rail works underway in northern Victoria A large program of works has been finished in northern Victoria, providing safer and more reliable services in key northern towns.

The $4.8 million level crossing renewal works involved pulling up the road surface, completing repairs to the tracks underneath and then relaying a new surface at three level crossings, helping improve safety and ensure the ongoing upkeep of the line.

A crew of more than 200 V/Line staff and contractors carried out the package of works that also included bridge repairs, track maintenance, mud hole removal, culvert works, signal upgrades and repairs to some platforms.

The project team also used the opportunity to complete rail milling along the Seymour line as part of the state government’s $2.7 billion Building Works program. Rail milling removes rust and debris from the rail line, assisting a smoother ride, reducing wear and tear on trains and keeping train detection systems working.

Passengers who use Donnybrook and Wallan stations are already experiencing upgrades to their station, thanks to the jointly funded Regional Rail Revival. More than 90 local businesses located within 50km of Donnybrook and Wallan benefitted from the upgrades. These local businesses included plant and equipment hire companies, local quarries, batch plants, galvanisers and civil contractors.

St Andrews-based business Kerby Kerb installed approximately 800 metres of kerbing in the new car park at Donnybrook Station while Brunton Engineering, located in Epping, installed the new bus shelters at Wallan Station. Crushed rock for the project was sourced from Donnybrook’s Mountain View Quarries.

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