REX Aug 2019

ISSUE 5 | 2019

Bringing the World to the West RISSB to host global safety event - See Page 30

Aldridge’s innovative level crossing solution PAGE 32 SUPPORTED BY:

Funding for Sydney Metro West PAGE 16

Adelaide Metro to go private PAGE 23

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ISSUE 05

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2019 CONTENTS

From the Editor

NEWS UP FRONT

26 30

32

6

National

11

New South Wales & ACT

17

Queensland

20

Victoria

23

South Australia

24

Western Australia

26

New Zealand

SPECIAL EVENT 30

IRSC brings world of safety to Perth

INLAND RAIL 46

32

Aldridge’s fresh approach to rural crossings

34

Wankmuller provides project update

36

Innovative steel for Inland Rail track

38

63km of old track removed by June

MAJOR PROJECTS 50 52

41

Australia’s mid-level contractors urge more focus

44

Western Sydney Airport setting fast rail back?

PRODUCTS, TECHNOLOGY & MANUFACTURING

COVER STORY ISSUE 5 | 2019

Bringing the World to the West RISSB to host global safety event - See Page 30

Aldridge’s innovative level crossing solution PAGE 32

Funding for Sydney Metro West PAGE 16

RISSB will bring the world to Western Australia, hosting the International Rail Safety Conference in October. More info on page 30.

46

Fresh work keeping Dandenong busy

50

SKF Australia focused on condition-based monitoring

52

tm stagetec’s tech improving passenger experience

54

Scheduling smarter with Rail Movement Planner

INDUSTRY COLUMNS 57

Message from RISSB

58

Message from the ARA

61

Message from the ALC

62

Message from the RTAA

Adelaide Metro to go private PAGE 23

SUPPORTED BY:

RAIL EXPRESS | ISSUE 5 2019

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From the editor

Published by:

Oliver Probert Editor - Rail Express

Complexity, scale of Inland Rail presents exciting challenges

T

his issue of Rail Express takes a particularly close look at one of the largest rail projects in Australia’s history: Inland Rail.

With work and planning progressing across all 13 sections of the planned 1,700-kilometre inland route between Brisbane and Melbourne, the Australasian Railway Association and Australian Logistics Council are teaming up for their second annual Inland Rail conference, which takes place in Toowoomba in July.

Rail Express will be in attendance.

Toowoomba is an appropriate setting for the event, given Inland Rail’s largest and most complex task is to navigate the Toowoomba Ranges, with a massive new tunnel and more than 50 bridges planned for this section alone.

Inland Rail CEO Richard Wankmuller in June gave a preview of the discussion we can expect at the Toowoomba event, when he presented the key challenges for Inland Rail to the AFR National Infrastructure Summit in Melbourne.

One theme which stands out from Wankmuller’s presentation is his reframing of major challenges not as hurdles which must be cleared, but as opportunities for innovation and growth.

A competitive tender process is combining the best and brightest from local and overseas markets to deliver the $3.6 billion public private partnership to cross the Ranges, and Wankmuller’s enthusiasm for the potential of this process

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is clear. See more on page 34.

Innovation isn’t just a future goal for Inland Rail, however: it has already begun.

Saved from the brink of total collapse just a few years ago, the Whyalla steelworks in South Australia will now churn out thousands of tonnes of innovative steel rail specially-designed for Inland Rail.

Developed via collaboration between the steelworks, the Inland Rail team, and Monash University, the rail is expected to optimise the wheel-rail interface along the route. That story is on page 36.

Also in our feature is some innovation from Australian signalling technology firm Aldridge. If Inland Rail is successful it will make regional railways busier.

Aldridge’s new design for safer and more reliable level crossings are perfectly suited for remote locations, where crossings are typically controlled by unpowered passive warning signs. That story is on page 32.

As always I hope you enjoy this edition of Rail Express. Please don’t hesitate to get in touch if you’d like your story told. oliver.probert@primecreative.com.au

11-15 Buckhurst St South Melbourne VIC 3205 T: 03 9690 8766 www.primecreativemedia.com.au

Publisher Christine Clancy E: christine.clancy@primecreative.com.au Chief Operating Officer Zelda Tupicoff E: zelda.tupicoff@primecreative.com.au Editor Oliver Probert E: oliver.probert@primecreative.com.au Reporter Ewen Hosie E: ewen.hosie@primecreative.com.au Business Development Manager Ben 0’Brien T: 0427 270 774 E: ben.obrien@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 Frank Rapone T: 03 9690 8766 E: frank.rapone@primecreative.com.au

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Ž SKF is a registered trademark of the SKF Group. | Š SKF Group 2019 Certain image(s) used under license from Shutterstock.com

NEWS

NATIONAL

Lowe wants Reserve Bank for infrastructure GOVERNMENTS SHOULD TAKE advantage of low interest rates and boost infrastructure spending, but politicians should not have final say over which projects go ahead, Reserve Bank governor Philip Lowe has said.

Lowe on June 24 said governments should be spending more on infrastructure.

“There tend to be quite high multipliers from public investment in infrastructure,” he told a Canberra forum.

“There’s a lot to be said for further spending on infrastructure. Governments here and right around the world should have their top drawers full of really good ideas that are shovel-ready, in case global growth slows.”

Lowe said economic conditions in Australia and abroad mean governments can borrow to build infrastructure at an interest rate of just 2 per cent.

“If the Government can build productive capacity while borrowing at low interest rates that seems like a good thing to do, as long as there are projects out there. Given how fast the population’s been growing over a long period of time, and chronic under-investment in infrastructure, I’d conjecture there are a lot of projects out there with a risk-return greater than 2 per cent.”

But Lowe believes politicians should not be making final decisions. Instead

those decisions should be transferred to an independent body, similar to how interest rate decisions were transferred from politicians to the RBA in the 1990s.

“If we don’t get [project selection] right the public doesn’t trust the government to build infrastructure, because they see it as being driven by political considerations,” he said.

“I think there’s a parallel with monetary policy. Thirty years ago, it was considered crazy to give people like me and my board the power to set interest rates. It was too important; it needed to be done by the government. But society correctly decided we got suboptimal outcomes by leaving those decisions to the politicians. You’re better off giving them to people like me and my board; you get better outcomes over time. I think the same logic can be used in infrastructure selection, finding a way that the public can have confidence that the right projects are selected.”

Talking bigger picture, Lowe, who recently attended a meeting of G20 finance and treasury leaders in Japan, said the global economy faces the risk of a slowdown in activity as a result of uncertainty due to the US-China trade and technology dispute, and Brexit.

“This uncertainty is now having a major effect on investment around the world: investment plans are weakening;

RBA governor Philip Lowe says infrastructure spending can be an important fiscal lever.

capital spending is declining. In a way it’s not surprising, because uncertainty increases the option value of waiting, and what we’re seeing right around the world is firms wait before deciding to take on an investment.

“They’re sitting on their hands,” Lowe said. “If enough people sit on their hands then it’s going to have a major effect on the global economy.”

Coalition adds funds for Adelaide crossings THE FEDERAL COALITION AND SOUTH Australia’s Liberal government have agreed to jointly fund $402 million in grade separation projects at Torrens Road (Ovingham) and Brighton Road (Hove) in Adelaide.

The funding will be delivered as part of the 2019/20 state budget and includes $231 million to fix the rail crossing at Torrens Road and $171 million for the crossing at Brighton Road.

The funding builds on the previously announced $305 million for intersection upgrades for a total of $707 million in congestion-related infrastructure spending

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for the city.

South Australian premier Steven Marshall said that the changes would allow South Australians to spend less time stuck in traffic and more time with their loved ones at home.

“The State Liberal Government is building congestion busting infrastructure to cut travel times for motorists and improve safety on our roads,” Marshall said. “We are partnering with the Federal Liberal Government to deliver two grade separations and seven intersection upgrades in the upcoming state budget.”

The two projects are intended to remove the crossings along the busy Seaford and Gawler train lines in order to ease congestion and cut travel times, according to state transport minister Stephan Knoll.

“The Seaford and Gawler train lines are our most heavily patronised train lines and when the boom gates come day, it frustrates motorists on their way to work or home,” Knoll said. “In fact, we know that during peak periods at the Brighton Road level crossing, the boom gates are down for about 20 per cent of the time – or about 25 minutes.”

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NEWS

NATIONAL

GrainCorp secures drought insurance plan EAST COAST GRAIN HANDLER GrainCorp has outlined the terms of a ten-year insurance deal to smooth out its annual revenue figures and shield it from severe drought conditions like those seen during the most recent winter crop.

GrainCorp on June 7 outlined the details of a new risk management agreement with White Rock Insurance, a subsidiary of Aon plc.

From FY20, GrainCorp will receive $15 from White Rock for every tonne its winter crop falls below a threshold of 15.3 million tonnes, up to an annual maximum of $80 million.

However, if GrainCorp’s winter crop exceeds an upper production threshold of 19.3 million tonnes, it would instead pay White Rock $15 per excess tonne, up to an annual maximum of $70 million.

In addition, the deal states that neither party would have to pay the other more than $270 million net, over the full tenyear term.

“The contract will smooth GrainCorp’s cash flow and allow for longer term capital allocation and business planning through the cycle,” GrainCorp CEO Mark Palmquist said.

Had the deal been in place, GrainCorp would have received a full $80 million

GrainCorp will have a more stable financial outlook with a new insurance deal.

payment from White Rock during the most recent 2018/19 grain crop, which was heavily impacted by drought.

However, the grain handler would have had to pay White Rock a full $70 million payment in both 2010/11 and 2016/17, years with strong harvests, along with $35 million in 2011/12 and $13

million in 2012/13.

The risk-balancing move comes after a takeover bid from Long Term Asset Partners fell through last month. That bid was largely based around a model whereby grain production would be underwritten

by Allianz, making GrainCorp a more appealing asset for financial partners.

Tudge defends record as Labor pushes issue IN RESPONSE TO LOWE’S PUSH, Labor urged the Coalition to boost its infrastructure spending to kick-start the economy.

“Infrastructure investment should be brought forward,” Labor leader Anthony Albanese told the media in Melbourne following Lowe’s comments. “We know that there are a range of road and rail packages that could be brought forward because they’re ready to go right now.

“The government could, of course, put money into a project like the Melbourne Metro, which is what we propose during the election campaign in order to speedup the delivery of that project. But we’re

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prepared to sit down with the Government and identify projects, some of which were committed to by both sides of politics during the election campaign.”

Labor’s new shadow minister for transport, Catherine King, added: “The Liberals delivered $5.1 billion less for infrastructure than they promised over their first five budgets – and they have no plans to deliver more. The government must listen to the RBA, states and business and start taking infrastructure investment seriously.”

But Alan Tudge, minister for population, cities and urban infrastructure, said the Coalition’s $100 billion pipeline for

infrastructure – increased by $25 billion in the May 2019 budget – was enough proof it was investing in the sector.

“What the RBA governor is saying is that we need infrastructure investment as one tool to keep the economy strong, and it certainly is a very big component of our economic plan,” Tudge said on July 5. “[The $100 billion pipeline] is a record amount and it means we have massive projects going on right across the country as we speak … inevitably as budgets roll on, we re-examine what our expenditure outlook is. But I emphasise this point: that we are at record levels of infrastructure investment.”

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NATIONAL

NEWS

Brookfield, GIC to purchase Genesee & Wyoming in $12bn deal 2240-kilometre Tarcoola-to-Darwin freight rail line through subsidiary G&W Australia, will become a privately-owned company as part of the deal.

G&W Australia is 51.1 per cent owned

by G&W and 48.9 per cent owned by a consortium led by Macquarie.

“For our customers, employees, and Class I partners, the long-term investment horizon of Brookfield Infrastructure and GIC as seasoned infrastructure investors is perfectly aligned with the long lives of G&W railroad assets, which are integral to the local economies that we serve in North America and around the world,” said G&W chairman and chief executive officer Jack Hellman.

NT mine contract

The takeover news came days after G&W Australia signed a binding heads of agreement to provide haulage services for mining company TNG. On June 28 it was announced TNG will use G&W Australia’s freight line to run the roughly 1,100km journey from a rail siding near its Mount Peake mine to a processing facility in Darwin.

Mount Peake, located around 235 kilometres to the north of Alice Springs, is

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still in development. The project is focused on the production of vanadium, titanium and iron and is expected to become one of the largest global vanadium projects once mining commences in 2020.

TNG’s concentrate will be loaded at a proposed rail siding at Adnera, on the Tarcoola-to-Darwin rail line around 85 kilometres from the Mount Peake site, for transportation to TNG’s Tivan facility.

G&W Australia will also transport the final product from the Tivan facility to Darwin Port for unloading. The company will also supply all necessary locomotives, wagons, vans and fuelling equipment to accommodate the process.

“We are delighted to have engaged G&W Australia as Mount Peake’s rail haulage service provider,” said TNG managing director and CEO Paul Burton.

“G&W Australia’s presence and expertise in logistics and transportation further strengthens TNG’s global network of high-quality partners assigned for the development and operation of Mount Peake.”

G&W Australia CEO Luke Anderson added that the company’s rail haulage solutions would ensure a successful logistics supply chain for the burgeoning project.

Genesee & Wyoming Australia will be involved in a global takeover deal.

PHOTOGRAPHY CREDIT: SHUTTERSTOCK.COM

BROOKFIELD ASSET MANAGEMENT and GIC are set to purchase freight rail major Genesee & Wyoming (G&W) in a deal worth around $US8.4 billion ($12 billion), including debts.

Canada-based Brookfield and Singapore-based GIC will offer $US112 for each G&W share, representing a 12 per cent premium on the company’s closing price on June 28, and a 39.5 per cent premium on the company’s $US80.28 closing price on March 8, the last day before media speculation regarding the transaction came about.

The transaction is expected to close by the end of 2019 or in early 2020, subject to certain conditions.

Brookfield chief executive officer Sam Pollock said that the deal represented a “rare opportunity” to acquire a large-scale transport infrastructure business in North America.

“G&W will be a significant addition to our global rail platform and will expand our presence in this sector to four continents,” Pollock said. “G&W provides critical transportation services to more than 3,000 customers, and its cash flows have proven to be highly resilient over many years.”

G&W, which operates the

RAIL EXPRESS | ISSUE 5 2019

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NEWS

NATIONAL

Melbourne is Tudge’s main congestion concern ALAN TUDGE SAYS MELBOURNE is his biggest concern when it comes to fulfilling his role as Australia’s minister for ‘congestion busting’, and has again criticised the Victorian Government for its infrastructure record.

Addressing the National Infrastructure Summit in Melbourne, Tudge, minister for cities, urban infrastructure and population, described the Victorian capital as his “main concern over the medium term”.

“The Victorian Government has initiated many large-scale projects that will help transform the city, but most are still five, ten or more years away from completion,” he said.

“Metro Rail [the Metro Tunnel], which is critical to enable more train capacity on the entire network, for example, won’t be finished until 2025; Melbourne Airport Rail, which we kicked off with our $5 billion commitment, will commence construction in 2022; North East Link, another great project of which we have allocated $1.75 billion will open in 2027; and of course, the Suburban Rail Link will take decades.”

The minister’s comments are in line with his speech to the Property Council of Australia at the end of May, when he pinned congestion woes in major cities on alleged failures by past and current Labor Governments.

“Of course, the East West Link would have been finished this year (creating a ring-road for Melbourne) had it not been cancelled,” Tudge told the Infrastructure Summit on Wednesday.

“It still needs to be built and we are willing to fund the entire government requirement.

“We are in this situation in Melbourne in part because the population growth well outstripped expectations. In 2004, for example, it was projected that Melbourne would grow by 500,000 by 2017; it in fact grew by 1.2 million.

“Given the time schedules involved in the larger scale projects, it means it is even more essential to get fast traction on the smaller ones. It will also mean continued monitoring of population growth into the city through our new population planning framework.”

Construction underway in Melbourne’s CBD on the Metro Tunnel project.

Tudge says the Coalition’s framework looks to strongly link population growth to infrastructure, service and housing approval capacity, while working with each state and territory to establish their own population plans, guided by their capacity and planned infrastructure spending.

ACT transport minister Fitzharris steps down

Fitzharris is leaving politics to focus on her work-family balance.

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ACT MINISTER FOR HEALTH AND transport Meegan Fitzharris resigned from her role on July 1, citing a desire to better balance her family life and spend more time with her children.

She said late in June she planned on leaving the ACT Legislative Assembly entirely, clearing the way ahead of the territory’s next election late next year.

“I hope to continue to make a contribution to our amazing city in life after politics. I will continue to be a working mum, something my husband and I have balanced since each of our children were born,” Fitzharris said. “Now is the time for a new balance and new opportunities.”

Fitzharris added that she hoped other

“working mums and dads” of all ages and backgrounds would consider running for public office. She cited as a proud achievement the construction and opening of Canberra’s first light rail line, from Gungahlin to Civic, during her time as transport minister.

She thanked Chief Minister Andrew Barr for his support, as well as members of the community for sharing their “views, ideas and encouragement”.

Fitzharris has been succeeded by Chris Steel as transport minister, and by Rachel Stephen-Smith as health minister Stephen-Smith referred to Fitzharris on Twitter as “an outstanding Minister, representative and colleague [who] will be greatly missed by Cabinet and Caucus”.

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ACT

NEWS

ACT scoping Woden redevelopment ahead of light rail build create a new, modern, purpose-built campus and be a major anchor for the revitalisation of Woden.

“CIT is the premier [skills] provider in the Canberra region; delivering world class vocational education and training to more than 20,000 students every year,” Fitzharris said.

“Positioning CIT with a major presence in the heart of Woden has the potential to enhance the Town Centre and create an energy around a new campus that will open up a range of opportunities for CIT staff and students, local businesses, industry and the broader community.”

Community services and facilities

One of Canberra’s new LRVs. RAIL GALLERY

LIGHT RAIL WON’T CARRY passengers to the south Canberra district of Woden for several years, but it’s already driving change, with the ACT Government scoping the relocation of a key training campus to align with the transport project.

ACT transport minister and minister for vocational education and skills Meegan Fitzharris said in June – just before she announced she was stepping away from politics – that the Government was investigating a major investment which would relocate the Canberra Institute of Technology (CIT)’s Reid campus to Wen Town Centre.

Fitzharris said the project would help

minister Chris Steel added: “A revitalised town centre is being supported by the ongoing investment in light rail, funding to redevelop the Woden Bus Interchange, planning and design for a new Woden Community Centre, as well as the ongoing investments in the Canberra Hospital, the new Woden bus depot and the popular Woden Experiment.”

NEWS

NSW

PHOTOGRAPHY CREDIT: ARTC

Shipping out? Pacific National boss Dean Dalla Valle says Port Botany could lose volumes to other ports.

Dalla Valle calls for reforms across NSW rail freight PACIFIC NATIONAL BOSS DEAN Dalla Valle says the NSW Government must invest in better freight rail access to Port Botany to avoid an exodus of volumes to competing east coast terminals.

Dalla Valle on June 18 called for solid investment in improved rail to Port Botany, to avoid exporters moving more of their container volumes through Melbourne and Brisbane instead.

He said the duplication of the remaining 2.9-kilometre section of single line between Mascot and Botany should be fast-tracked, requiring ongoing close collaboration between the state and the Australian Rail Track Corporation.

He also called for extra passing loops to be built on both the Country Regional Network and the Metropolitan Freight

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Network to help trains overtake one another and run separately.

Next, the state should remove ‘steam age era’ rules currently limiting the operation of freight trains, Dalla Valle said.

Better pricing reform would also help shift more freight from road to rail.

A system giving freight operators greater transparency and certainty of access to tight delivery windows at Port Botany would facilitate a more efficient network.

And by actively supporting the establishment of new intermodal hubs in Western Sydney, the state would be encouraging a high concentration of distribution centres and warehouses, further enhancing efficiency, Dalla Valle added.

“I’m confident the re-elected Berejiklian-Barilaro Government has

the will, expertise and funding to fix a longstanding problem for rail freight movements in NSW,” he said.

The PN boss said without real action, running a loaded container freight train over the Great Dividing Range into Sydney would within four years become too inefficient, unreliable and hence costly, for regional exporters to justify not sending it to another port.

“Without timely upgrades to the state’s rail freight network, containerised goods and commodities from the Riverina will be more efficiently hauled to Port of Melbourne, while produce from northern and northwestern NSW will be transported to Port of Brisbane,” he said.

He noted that with the development of Inland Rail to connect Melbourne and

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NEWS

PHOTOGRAPHY CREDIT: RAIL GALLERY

NSW

Pacific National is Australia’s largest intermodal rail operator.

Brisbane via an inland, regional route, a hub like Pacific National’s future Parkes Logistics Terminal would be consolidating 450,000-plus shipping containers of freight from Central NSW in a single location on an annual basis.

“From Parkes, these containers can make their way to the port of Melbourne or Brisbane. The future Inland Rail will make these haulage operations even more efficient,” he said.

“The NSW Government needs to be acutely aware of these future competitive dynamics. If a freight train delayed by congestion misses a loading window for containers at Port Botany, then exporters suffer financial penalties and a loss of

goodwill from clients.”

Pacific National estimates 10 direct and indirect jobs could be lost in NSW for every 1,000 containers which gravitate away from Port Botany and towards ports in Victoria and Queensland.

Dalla Valle noted small positives for freight in NSW, such as NSW Ports investing $120 million to improve ‘on-dock’ rail infrastructure at Port Botany, but he said the government needed to get onboard to facilitate real positive development.

“There are green-shoots popping up throughout the rail supply chain,” he concluded, “it’s time for the NSW Government to work hard with industry to make them flourish.”

PHOTOGRAPHY CREDIT: 202-03A PACIFIC NATIONAL

Dalla Valle (left) has urged the NSW government to take advantage of the opportunities presented by rail.

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RAIL EXPRESS | ISSUE 5 2019

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NEWS

NSW

Sydney Trains boss Howard Collins and NSW transport minister Andrew Constance (centre left and right) seeing off the last S-set train.

Sydney’s last S-set train retired AFTER MORE THAN FOUR DECADES in operation the last of Sydney’s S-set train fleet has been retired, meaning all of Sydney Trains’ rollingstock is now airconditioned.

Sydney Trains boss Howard Collins and NSW transport minister Andrew Constance joined rail workers and their families on a farewell run from Central station across the Harbour Bridge to Lavender Bay on June 27, ahead of the final revenue S-set service

on the T7 Olympic Park Line on June 28.

Among the first double deck trains in the world, the S-sets first hit Sydney’s railways in 1972. Most of the stainless steel electric multiple units were manufactured in Granville by Comeng, while others were built in Broadmeadow by A Goninan & Co. “We’re proud of the history and evolution of railways in NSW, which is why a total of fourteen S-sets will be preserved,” Collins said. Transport Heritage NSW will

hold a special public farewell on July 21.

Constance called the fleet’s retirement “the end of an era,” saying the S-sets had become an “icon of our railways” and had served Sydney well.

“However, our customers rightfully expect modern trains,” Constance said. “I am delighted that all 24 Waratah Series 2 trains are now in service, with another 17 on the way form next year, which is why we can now retire the S-sets.”

THE NEW SOUTH WALES government’s new weekly cap of $50 on Opal card ticket fees came into effect on June 24.

The new cap is about 20 per cent lower than the current cap of $63.20 a week, and is expected to save public transport users up to $686 a year. These savings will also extend to users of the recently-launched North West Metro, saving $563 a year for an adult customer travelling to and from Tallawong station and Central five days a week.

Examples of regular weekly commuters who could save $686 a year under the new plans include

those travelling on daily commutes like Meadowbank to Barangaroo via ferry, Tuggerah to Central, and Kiama to Sutherland.

State premier Gladys Berejiklian said that the new cap would help to ease cost pressures for around 55,000 customers across NSW public transport services (including ferries).

Caps for concession holders will also be reduced as part of the plans. Opal card benefits such as weekly travel rewards and transfer discounts will also survive the new cap.

“We want to make public transport

more affordable and that is why we are lowering the cap,” Berejiklian said. “From Monday adults will pay no more than $50 a week and the concession cap will also be reduced from $31.60 to $25 a week.”

State transport minister Andrew Constance noted that individual fare prices would increase in line with inflation at 1.9 per cent, as opposed to the Independent Pricing and Regulatory Tribunal’s recommendation of a 4.2 per cent hike.

“This means catching the train, bus, ferry, metro or light rail is still a much cheaper option than driving,” he said.

Lower weekly travel cap for Opal users

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ISSUE 5 2019 | RAIL EXPRESS

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NSW

NEWS

A NEW TRAM DELIVERED AS PART of the Sydney Light Rail project has made its inaugural night test to George Street, marking the first time a tram has journeyed down the road in 61 years.

The Alstom-designed Citadis X05 tram travelled from Randwick through the Hay Street intersection and part-way along George Street to the Town Hall stop before journeying to the Light Rail maintenance depot at Lilyfield.

Testing and commissioning is expanding rapidly, with people already seeing the new trams in Randwick, Moore Park, Surry Hills, and Central Station, and to Town Hall in the coming days,” Sydney Light Rail said in a statement. “Driver training is also continuing to ramp up as we get closer to being ready for passenger services.”

The trams will be kept at the Lilyfield light rail heavy maintenance depot, which will house the trams and keep them in working order. Construction of the Lilyfield depot — which was formed from part of

PHOTOGRAPHY CREDIT: ALSTOM

George Street hosts first tram journey in over 60 years

One of Sydney’s new trams in front of Town Hall.

the former Rozelle rail yards — is now complete, with 1105 metres of track having been laid in place to service up to six trams at a time for light maintenance.

The total fleet of 60 new trams will eventually be housed in the Randwick Stabling Yard each night, with 36 trams

already in place at the yard so far.

The $2.1-billion Sydney CBD and South East Light Rail project encompasses a 12-kilometre route with 19 stops extending from Circular Quay to Anzac Parade. The project is expected to be completed in May 2020.

Light rail vehicles will soon move passengers down George street for the first time since the 1950s.

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RAIL EXPRESS | ISSUE 5 2019

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NEWS

NSW

NSW commits $6.4bn to Sydney Metro West CONSTRUCTION ON SYDNEY METRO West is to start in 2020 after the NSW Government committed $6.4 billion to build the third stage of its Metro rail program, connecting the CBD with Parramatta via a new underground route.

Sydney Metro West received the funding commitment over the four-year forward estimates of the state budget, revealed in late June.

The project represents the third stage of automated metro rail to be built in Sydney, following Sydney Metro Northwest, which opened last month, and Sydney Metro City and Southwest, currently under construction.

“We always said we would build Metro West as fast as possible. This commitment in the state budget shows that when we commit to doing something, we mean business,” transport minister Andrew Constance said.

“We have worked our guts out to get the budget in a strong position and now we are able to deliver crucial rail projects like Metro West quicker than anyone thought was possible.”

The construction timeframe for Sydney Metro West was a major talking point prior to the state election in March, with each side was eager to promise the project sooner than their opposition.

But Constance said on June 18 the Liberals & Nationals Government was the only one capable of following through on that promise.

“Only this Government can be trusted to make [Sydney Metro West] a reality,” he said.

“Labor has promised a Metro to Western Sydney three times since the mid90s and cancelled it every time. In 2010 they were so incompetent they handed $81 million back to the Federal Government after cancelling it once again. We already have the runs on the board: we’ve opened Northwest Metro with phenomenal results and construction is well underway on Sydney Metro City & Southwest.”

The Sydney Metro West funding, which was listed at $3 billion in last year’s state budget, was part of an overall $93 billion in overall infrastructure funding included in the forward estimates.

For rail, that includes $812 million towards the New Intercity Fleet, and $38 million to progress the Regional Rail Fleet, including money to build the rail maintenance facility in Dubbo, and $3.2 billion over four years to continue the More Trains, More Services program.

There’s also over $300 million for access improvements at 68 more train station, bringing total spend on the Transport Access Program to $2 billion. $561 million is in the budget for Parramatta Light Rail, which Constance said was expected to open in 2023.

A surplus of $802 million is projected for 2018/19, with surpluses averaging $1.7 billion over the four years to 2022/23.

Premier Gladys Berejiklian said the budget delivered on the Government’s promise deliver strong financial outcomes across the state.

“Only through a strong budget are we able to provide cost of living relief to households, invest unprecedented amounts in infrastructure and services, and support the most vulnerable in our community,” the premier said.

PHOTOGRAPHY CREDIT: RAIL GALLERY

New South Wales’ Sydney Metro program started with the recentlyopened Northwest line.

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QLD

NEWS

Cross River Rail ‘guaranteed’ with PPP signing QUEENSLAND TREASURER JACKIE Trad says the formal signing of a tunnels and stations contract means the $5.4 billion Cross River Rail is guaranteed to go ahead.

A $2.7 billion public private partnership (PPP) contract to build Cross River Rail’s 5.9-kilometre twin tunnels and four new underground stations was finalised with the Pulse consortium on July 1.

Trad, who championed the project despite the federal government’s decision not to support it during her time as transport minister, said the state was showing its determination to get the project done with the deal.

“Major construction will start later this year as scheduled, starting with the demolition of the Roma Street Transit Centre,” Trad said. “After the Newman LNP government scrapped this project and tore up the funding deal, we have got it back on track. Our commitment to this project will see tunnelling construction kick off next year too.”

Cross River Rail is a new 10.2-kilometre rail link from Dutton Park to Bowen Hills, a route which will include 5.9 kilometres of tunnel under the Brisbane River and CBD. On top of providing public transport to four new CBD stations, it is expected to act as a major release valve for congestion across the entire South East Queensland passenger rail network.

The scope of the tunnel and stations PPP handed down on July 1 includes the tunnel itself, from a southern portal near Dutton Park station, under the Brisbane River and the CBD, to a northern portal beyond Normanby. Then there are four new underground stations to be built ad Boggo Road, Woolloongabba, Albert Street and Roma Street.

The contract includes the portals themselves, the dive structures needed to build the stations, and all associated mechanical, electrical and safety systems, underground track work, traction power systems, and the selection of rail operation and control infrastructure.

It also includes a development opportunity above the new Albert Street station.

Separate contracts have been awarded for the rail, integration and systems side of

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Cross River Rail will cost the state roughly $5.4 billion.

the project, and yet another was awarded to Hitachi STS to deliver a European Train Control System Level 2 solution under a $634 million investment from the state government.

“By 2036, the south-east corner [of Queensland] will be home to nearly five million people which makes the need for turn up and go public transport essential,” Trad said.

“South East Queensland is one of Australia’s fastest growing regions, and we need to build infrastructure now that helps us keep pace with that growth. Our public transport network is nearing capacity, constrained by a single rail river crossing with all lines running through the same four city centre stations.

“Cross River Rail will unlock this bottleneck creating new capacity for the whole region as it grows, ensuring highcapacity train stations where they are needed most.”

The state’s determined July 1 signing of the PPP came in the wake of a shock federal election win for the LiberalNational Coalition, which has committed to not fund Cross River Rail. Federal Labor, by contrast, had promised more than $2 billion to the project.

Despite Queensland’s Labor state government, Queenslanders played a crucial role in returning the Coalition to power at the federal election and, in turn, handed their state government the full bill for the transformational rail project.

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QLD

Light rail proposed for Sunshine Coast Airport development SUNSHINE COAST AIRPORT HAS delivered a draft master plan for the development of the Queensland-based airport to 2040 that includes details for the creation of a light rail station.

The draft of the Sunshine Coast Airport Master Plan 2040 document was developed by Sunshine Coast Airport with key stakeholders and includes Sunshine Coast Council’s infrastructure plans under the Sunshine Coast Airport Expansion Project (SCAEP).

The airport’s document includes plans related to the provision of a possible direct rail corridor from the city to the airport. Sunshine Coast Council

and the Queensland Government are investigating “numerous options for rail access” to help minimise a reliance on motor vehicle access to the airport, according to the draft master plan.

The ongoing development of the new Maroochydore central business district, a 53-hectare greenfield site development expected to cost $430 million, is also hoped to bolster the attractiveness of the region for locals, businesses and visitors, with the airport serving as a “gateway” for this development. “[Sunshine Coast Airport] is a strong supporter of the introduction of light rail to the airport providing a fast, clean and

efficient link to Maroochydore and on to broader destinations within the region,” the draft plan read.

“Both heavy and light rail infrastructure is planned for the transformation of the region, and a connection to Sunshine Coast Airport is a critical link in the effective public transportation visions for the region.”

The report went on to state a prospective light rail service would provide direct flights to domestic and international destinations by offering seamless connections between Maroochydore CBD and the airport.

QLD

NEWS

Repair work underway on the Mt Isa line after the major flooding event earlier this year.

Qld budget cuts Mt Isa charges AUSTRALIA’S FREIGHT ON RAIL GROUP has welcomed the commitment by the Queensland Government to move more freight by rail by reducing access charges on the Mt Isa Line.

The Palaszczuk Government in June announced $80 million over the next four years to help drive a modal shift on the Mt Isa to Townsville corridor, and make rail more cost competitive.

Pacific National boss and chair of Australia’s Freight on Rail Group (FORG) Dean Dalla Valle praised the decision.

“Queensland’s regional freight network is the backbone of the state’s economy and reducing access charges on the Mt Isa to Townsville line will fast track more freight on rail, drive modal shift and support exploration in the North-West minerals province,” he said.

Dalla Valle, who spent forty years at miner BHP Billiton, noted mining and minerals processing outputs were better suited to transportation by rail, as it can handle large volumes more efficiently, while also offering safety and environmental benefits.

“Australians want to see real trains, not road trucks hauling bulk freight over long distances, to make roads safer for everyone and reduce emissions,” he said.

“Industry looks forward to working with the Queensland Government on the implementation arrangements to make rail more cost competitive and ensure more

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freight from the North-West region is moved using real trains rather than road trains.”

IPA warns of ‘volatile’ royalties funding Infrastructure policy group IPA also welcomed increased road and rail commitments in the budget, but warned the state against a continued reliance on mining royalties and borrowing.

The state budget included an additional $3 billion in infrastructure funding, bringing the state’s total planned spend to $32.1 billion on infrastructure over the next four years.

However, the Government is maintaining its policy not to fund new projects by privatising mature assets, a process commonly referred to as ‘asset recycling’.

IPA, an industry ‘think tank’ which has welcomed asset recycling in other states, says the infrastructure big build in Queensland is being built on ‘shaky fiscal foundations’ without asset recycling.

“Infrastructure funding underpinned by volatile mining royalties and increased debt is not a long-term recipe for success,” IPA chief executive Adrian Dwyer said.

“If the Queensland Government wants to sustain high levels of infrastructure spending while keeping debt in check, they will have to come back to the table on reform and asset recycling. Without additional capital from asset recycling and wider reform, the Queensland Government will remain fiscally

constrained in the face of a rapidly growing population.”

The state seems unlikely to buckle to federal pressure to privatise assets to support further infrastructure spending, however.

With federal treasurer Josh Frydenberg in the news early in July discussing the potential of a second Asset Recycling Fund, which would provide extra federal funding for states who sell public assets, Queensland’s deputy premier and treasurer Jackie Trad reiterated her position on the matter.

“Scott Morrison can put as much money on the table as he likes but we are not going to sell our energy assets or our ports,” Trad told the media on July 9.

“Queenslanders have been abundantly clear on this. They do not want their assets sold ... we made a commitment to the people of Queensland and we are keen to keep that commitment.

“Queensand is not getting the amount of money that we should, as 20 per cent of the population, for critical infrastructure projects.”

Federal infrastructure minister Michael McCormack responded 22.8 per cent of the Coalition’s infrastructure pipeline was allocated to projects in Queensland.

“We have the money on the table and it’s ready to be spent. All we need now is for the Queensland government to confirm when they need it and start putting shovels in the ground,” McCormack said. “The people of Queensland have been waiting long enough.”

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VIC

Vic’s roads, transport departments merged

4Tel

But a more integrated platform is hoped to help with one of the biggest development programs in Australia’s history, with projects like the North East Link, the M80 Ring Road, Melbourne Airport Rail, the Metro Tunnel, new rollingstock and more all coming under one banner. “[The change] will allow us to respond much faster and give people the information they need to make the best travel choices PHOTOGRAPHY CREDIT: RAIL GALLERY

VICTORIA KICKED OFF THE NEW financial year by merging its VicRoads, Public Transport Victoria and Department of Transport entities into a single department.

The move is slated to help manage disruptions to the transport network during Victoria’s $57 billion ‘big build’ program of transport infrastructure projects. The change will mean a single department will be in charge of suburban road upgrades and the state’s complex train and freeway networks.

With the changeover expected to take months, PTV and VicRoads’ websites will remain unchanged for now.

VicRoads will continue provide vehicle registration and licensing services, and to operate 40 customer service centres across the state. Regional Roads Victoria will remain as an arm of the new department.

to get where they need to go sooner,” the government said on July 1.

“By 2050, there will be 38 million trips taken every day in Victoria. We are planning for this by creating a properly integrated transport department – in step with other global cities. Our focus is on making it easier for Victorians to move around the state and stay connected to jobs and each other, whatever way you travel.”

The state government says the combination will help it deliver a huge pipeline of transport projects.

VIC

NEWS

Three shortlisted for North East line upgrade MAJOR UPGRADE WORK ON Victoria’s North East line is expected to begin later this year after the list of candidates to deliver the $235 million project was shortened to three.

Shortlisted candidates John Holland, McConnell Dowell, and a Coleman Rail/ Rhomberg Rail joint venture were named this week to potentially deliver the main works contract for the federal government project.

Work includes ballast depth improvements, track resurfacing, drainage upgrades, level crossing upgrades and rail bridge upgrades.

The overall aim of the North East Rail Line Upgrade is to improve track reliability, provide smoother journeys and help reduce major delays to passenger services between Melbourne and Albury. Once complete, the line will be up to the same standard as other long-distance passenger railways in regional Victoria.

Ed Walker, general manager for the Australian Rail Track Corporation, said the shortlist was generated from a rigorous expressions of interest process, which drew

The North East Line uprgrade will improve track reliability.

an “extremely high standard” of responses.

“We expect to award the contract and for main works to start by the end of the year, with project completion in 2021,” Walker said.

Early work is already underway.

“So far this year over 1900 metres of priority mudholes have been removed, as well as the completion of a 15-day track tamping program. Further mudhole removal works and tamping will be carried out in parallel with the main contract development.”

More than 110 level crossings and 120 bridges will be improved along the line to

ensure it meets a Victorian Class 2 track standard. The ARTC has already upgraded eight bridges and nine crossings towards those totals.

The scope of the project is the railway between Spencer Street Junction in Melbourne and the state border at AlburyWodonga.

Federal funding was granted in October 2018, and early works began early in 2019.

The trio of shortlisted parties has now been asked to submit a formal tender for the upgrade program. A winner is expected to be announced in November or December.

Metro Trains’ May performance impacted by wire collapse PUBLIC TRANSPORT VICTORIA’S reliability suffered a drop for the month of May across its Metro Trains, Yarra Trams and V/Line services.

PTV chief executive officer Joroen Weimar in mid-June reflected on May as a challenging month for Melbourne’s train network, citing an overhead power issue at Laverton Junction that impacted Werribee line services over a four-day period. A small segment of wire that fell from a corroded section of the overhead power structure became tangled in a passing train, which removed a further section of wire.

The incident led to PTV’s decision to replace all insulator connection on the Werribee line on top of its existing routine maintenance.

This incident led to Metro Trains falling short of its monthly reliability and punctuality targets, with reliability defined

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as the number of scheduled trains that ran and punctuality the number of trains that ran on time.

Metro Trains achieved a 90.4 per cent punctuality rate and 98.2 per cent reliability rate in May, short of the targets by 1.6 per cent and 0.3 per cent, respectively.

Yarra Trams and V/Line fared better, however. Yarra Trams exceeded its monthly reliability target in May, delivering 98.7 per cent of all scheduled services but missed on punctuality, delivering 79.2 per cent of services on time compared to an 82 per cent target.

Yarra Trams received a boost in May in the south east of the city due in part to the temporary closure of the Sandringham rail line to accommodate works on the ongoing Metro Tunnel project. Yarra Trams delivered 215 additional peak

weekday services on three routes from May 22-31 to help compensate for this.

V/Line delivered 86.5 per cent of its services on time and 97.1 per cent of its scheduled services in May. In particular, the Geelong, Ballarat and Bendigo lines all showed significant year-on-year improvements, according to Weimar, with Bendigo securing the biggest leap at 87.3 per cent, up 10.3 per cent from may 2018.

“We continue to work hard to deliver a service that our regional passengers can rely on while maintaining the network improvements we have seen over the past 12 months,” Weimar said.

“We’re working with all operators to improve their punctuality and reliability as well as enabling the major program of essential infrastructure upgrades to the state’s public transport network to be delivered.”

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NEWS

VIC The upgrade includes major work at railway stations on the line.

Ballarat Line Upgrade progressing well THE VICTORIAN GOVERNMENT SAYS its half-a-billion-dollar upgrade program for the Ballarat Line will be complete by the end of 2019, with almost a million

Crews have laid 26 kilometres of track.

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hours of work clocked so far.

Premier Daniel Andrews on June 21 visited the new Cobblebank station, delivered as part of the Ballarat Line

Upgrade to provide a transport link for a suburb expected to reach a population of 55,000.

He said crews have so far laid 26 kilometres of track, 40,000 concrete sleepers and 100,000 tonnes of ballast over more than 100 kilometres of the Ballarat line. The project includes track duplication, station upgrades and passing loops, to boost reliability and enable more frequent services in the peak.

“The Ballarat Line Upgrade is the first step of our Western Rail Plan – to deliver more trains, more often to Melbourne’s west and our growing regional centres,” the premier said.

Next steps for the Western Rail Plan include delivering two new electrified metro lines to Melton and Wyndham Vale, and upgrading the Geelong and Ballarat lines to deliver fast rail to regions.

As part of the push to complete the Ballarat Line Upgrade by the end of 2019, coaches are replacing trains for two weeks to allow a 400-strong workforce to undertake critical construction work around the clock.

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SA

NEWS

Marshall Government to privatise Adelaide metro services transition to the new private system.

The Adelaide Metro has one of the lowest levels of patronage of any metro system in Australia, with roughly half of users believing they don’t get good value for money from the service, according to the government. South Australia is also the only remaining state in Australia that does not outsource its tram and train services.

Knoll cited the Melbourne Metro as a positive example of how outsourcing tram operation can deliver “sustained, improved efficiency” for its users.

“If we are going to provide better and more customer focussed public transport services, we need to keep pace with the rest of the nation and benefit from their learnings,” he said.

A ‘good decision’, says IPA

Infrastructure Partnerships Australia praised the South Australian Government’s decision. The policy-focused think tank has “consistently recommended” bus and train services be franchised, according to chief executive Adrian Dwyer.

“Infrastructure Partnerships Australia, Infrastructure Australia, and many others have consistently recommended that state

and territory governments pursue the franchising of their bus and train services and its good to see that SA has listened,” he said.

South Australia is the only remaining state or territory in Australia to maintain a publicly-funded metro system. The state’s bus system was first privatised in the year 2000, and is set to be re-tendered under the incumbent Marshall Government.

SA Minister for Transport Stephan Knoll stated that SA needed to “keep pace with the rest of the nation” in order to deliver a more customer-focussed public transport solution for Adelaide, which is subject to some of the lowest levels of patronage in Australia.

Dwyer stressed that the SA Government’s decision to franchise the metro was different to privatising it, and that it was unhelpful to conflate the two.

“Customers don’t care about who operates their bus or tram, they care that it’s clean and on time,” he said. “Train and tram customers right around the country are already enjoying the benefits of having the best private providers operating their service and South Australian customers should too.”

PHOTOGRAPHY CREDIT: RAIL GALLERY

THE SOUTH AUSTRALIAN LIBERAL Government has officially announced plans to privatise the state’s train and tram networks.

Minister for transport, infrastructure and local government Stephan Knoll said that the new model would help to provide more efficient and customer-focused services for commuters. The transition will follow the model already employed by South Australia’s outsourced bus services, which were privatised in the year 2000.

“There is no doubt that we can and must provide better and more customerfocussed public transport services for South Australians,” said Knoll.

“We know that public transport patronage growth has stalled, and customers want a better level of service than is currently provided – and the Marshall Government agrees with our customers.

“Under this model, we will be able to deliver more efficient services, so we can reinvest back into the network to provide better services.”

The state government will continue to own the network’s assets, control fares and set service level requirements following

The state government thinks a private operator can help boost patronage on the Adelaide Metro.

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WA

AutoHaul cements WA as ‘global leader in rail tech’

Automated trains have run more than 4.5 million kilometres on Rio’s railway since first operations last year.

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PHOTOGRAPHY CREDIT: RIO TINTO

Rio’s automated trains are controlled from its centre in Perth.

freight industry in this country into the 21st century and is rightfully the subject of global interest … the development of the world’s biggest robot is such a success because of the contribution from Western Australia’s skilled engineers and innovative workers.”

PHOTOGRAPHY CREDIT: RIO TINTO

WESTERN AUSTRALIA’S MINES AND petroleum minister Bill Johnston says the completed rollout of Rio Tinto’s AutoHaul autonomous train program is a testament to the state’s pioneering of rail technology.

Senior Rio staff joined government officials and technology partners to celebrate the successful rollout of AutoHaul on June 14.

Rio spent $940 million delivering the AutoHaul program, which allows its 2.4-kilometre-long iron ore trains transport thousands of tonnes of iron ore from its Pilbara mines to export sites on WA’s north-west coastline, autonomously. Under AutoHaul, Rio’s fleet of 200 locomotives operate across 1,700 kilometres of private track, monitored by the miner’s Perth control centre, 1,500 kilometres away.

By the time the formal ceremony was held in June to recognise the successful launch of the program, trains had safely travelled more than 4.5 million kilometres autonomously since they were first deployed in 2018, the miner said.

Johnston, who represents the electorate of Cannington in Perth’s south, praised Rio’s work in the state’s north.

“I’d like to congratulate Rio Tinto, Hitachi-Ansaldo and all the other project partners for their hard work and dedication over the past decade in delivering this project, which really cements our state as a global leader in rail technology,” he said.

“AutoHaul has brought the rail

The project, which has been in the making for over 10 years since the launch of Rio Tinto’s Mine of the Future initiative in 2008, is considered the world’s first automated heavy-haul long distance rail network, delivering its first iron ore in July 2018.

Rio Tinto Iron Ore managing director Ivan Vella said that the project had attracted worldwide interest and cemented Western Australia as a heavy-haul rail leader.

“The success of AutoHaul would not have been possible without the expertise, collaboration and dedication of teams within Rio Tinto and our numerous partners,” Vella said.

“This project has cemented Western Australia as a leader in the heavy-haul rail industry and has attracted interest from around the world. The successful deployment of the world’s first heavy-haul long distance rail network demonstrates the potential for significant further improvement in such operations with others around the world looking to replicate.”

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WA

NEWS

Under the proposal, Perth’s ageing signalling network would gradually be replaced with a modern solution.

continues to deliver what commuters need. Automatic Train Control is an exciting project that allows for future

capacity growth and will give passengers more frequent, reliable, safe and punctual train operations.”

PHOTOGRAPHY CREDIT: RAIL GALLERY

WEST AUSTRALIAN TRANSPORT minister Rita Saffioti says a newlysubmitted business case for Automatic Train Control (ATC) will pave the way for federal funding to improve signalling on Perth’s rail network.

The state government said on June 22 it had sent a business case for ATC to Infrastructure Australia. Approval from the independent advisory body would potentially facilitate funding support from the federal government.

The ATC program would gradually replace Perth’s ageing signalling network with a modern state-of-the-art digital version, Saffioti said.

“The McGowan Government continues to press the case for more federal funding for WA infrastructure projects, and putting our plans to Infrastructure Australia is a key part of that,” the minister said.

In September 2017 the McGowan Government committed $7.4 million over two years to plan its new signalling project, which will come under its Metronet urban rail program.

“Metronet is about thinking beyond the immediate future and anticipating what Perth’s future transport needs will be,” Saffioti said.

“Part of this will be making sure our existing network is modernised and

PHOTOGRAPHY CREDIT: RAIL GALLERY

WA submits ATC business case for federal funding

WA’s Metronet program is boosting capacity across Perth’s passenger network.

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NEW ZEALAND

The New Zealand government says it wants rail to play more of a role in the nation’s freight task.

NZ details rail spending plans THE NEW ZEALAND GOVERNMENT has provided more detail for its rollingstock and rail revitalisation program after the recent budget committed roughly $1 billion to renewing the nation’s rail network.

In a detailed statement on June 25, a quartet of ministers provided more

$375 million will be spent over two years to replace KiwiRail’s rollingstock nearing its end-of-life.

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information on how New Zealand will spend the new rail money.

“We’re addressing the last three decades of under-investment in our rail system, and enabling growth that will ensure rail is sustainable,” deputy prime minister Winston Peters said.

Fleet

The budget, revealed earlier this month, provides $375 million over two years to replace KiwiRail’s rollingstock that is at the end of its useable life, and to upgrade maintenance facilities deemed no longer fit-for-purpose.

Some of the money is a final payment for 15 new locomotives delivered to the North Island in October 2018.

Next, 48 long-haul locomotives predominantly on the South Island, 52 short-haul locomotives across New Zealand, and a small number of electric short-haul locomotives will be replaced over time, starting in FY23, with a new fleet of roughly 50 long-haul and 50 short-haul locos, and new electric short-haul locos.

“New locomotives mean more reliable services and less maintenance costs,” Peters said.

The rollingstock money will also see 900 flat-top container wagons replaced, with the worst of the old 900 to be retired, and a small portion to be re-purposed to carry logs. The wagon program will target the busiest rail corridors, with KiwiRail

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NEW ZEALAND

NEWS

The government said rail had been neglected for three decades of budgets.

hoping to select a supplier and place an order in late 2019.

Finally, this portion of the budget funding will also see major upgrades at the key Hutt and Christchurch maintenance facilities, with work aimed at improving workshop layouts and seismic strengthening.

“Rail has huge benefits for New Zealanders’ wellbeing, including unlocking regional economic growth, reducing emissions and congestion, and preventing deaths and injuries,” finance minister Grant Robertson said.

“Our Government is already helping create 40 new jobs at KiwiRail’s Hutt Workshops through our investments in rail, including the new Hamilton to Auckland commuter service.” $35 million will let KiwiRail progress design and procurement of a pair of railenabled ferries, to replace three ageing ferries currently used by Interislander.

Network

The budget includes $331 million over two years to address the nation’s rail network.

“After the chaos for Auckland

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commuters last week, it’s important to reassure New Zealanders that we are investing in tracks, bridges, tunnels, signals and control systems around the country to make train services more reliable,” transport minister Phil Twyford said.

The ministers said this money will work to improve resilience and reliability of rail infrastructure through New Zealand, prioritised according to levels of risk and growth opportunities. It will also pay for new handling equipment (hoists and generators), mainly at Westfield/ Southdown in Auckland, with the aim of more efficient processing of freight at the largest inland port in New Zealand.

The money will also facilitate mechanical renewals for existing rollingstock and the plant and equipment required to do this.

Finally, a new freight reservation, booking and tracking system will be set up for customer use, to provide real-time tracking of goods.

In addition to the prescribed funding, the budget also includes access to up to $300 million from the Provincial Growth Fund for regional rail projects. Associate transport minister Shane Jones said this was on top of the $183 million already given to rail by the Fund.

“We’ve re-opened the Napier to Wairoa line, which will be crucial for the local forestry sector and is expected to replace 15,000 truck journeys each year on the region’s roads, making them safer and reducing wear and tear,” Jones said.

“Despite it only being re-opened for two weeks, it has already created four jobs and KiwiRail expects to recruit even more staff. The value of rail to the economy carrying freight alone is over $350 million per year and as champion of the regions, I’m working to make sure that the regions get their fair share of the opportunities.”

Rail plan

“We can’t wait for the budget every year to make sure KiwiRail has the resources to keep their services on track. We plan to integrate rail alongside roads, motorways and all transport investments so that decision-makers can consider it alongside all transport options and invest in the best option,” Twyford said.

“Our Rail Plan, which will be released later this year, will outline the government’s strategic vision and give a 10-year programme of indicative investments and benefits.”

Note: Figures in New Zealand Dollars.

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NEW ZEALAND

MoU signed for Palmerston North intermodal site KIWIRAIL SAYS IT LOOKS FORWARD to collaborating with its development partners to deliver a new Regional Freight Hub near Palmerston North.

The New Zealand state-owned network operator earlier this month signed a Memorandum of Understanding with the NZ Transport Agency and the Palmerston North City Council to share information and work together to progress the construction of a hub.

The Palmerston North intermodal site is being viewed as a good opportunity for regional development.

The MoU follows the designation of $40 million for the project in November last year, from the Government’s Provincial Growth Fund. The money is supposed to cover the costs of designing the hub and designating and purchasing the land needed.

KiwiRail chief executive Todd Moyle said a collaborative approach from all parties will be invaluable.

“There is a real opportunity here for regional development, but to make the most of those benefits it’s crucial that the hub development is aligned with the Transport Agency’s roading plans in the region, and the council’s economic development plans,” he said.

“The MoU is part of a strategic approach to ensure all of the interested parties work together to deliver a final result that achieves the range of outcomes we want.”

A road-rail hub near Palmerston North

would look to help manage growing freight volumes through the Manawatū.

“Palmerston North is already a critical freight distribution point for the lower North Island, with goods coming through from the upper North Island, Taranaki, Hawkes Bay and Wellington, and freight volumes are expected to increase significantly in the coming decades,” Moyle said.

Transport Agency director of regional relationships Emma Speight said the agreement bodes well for future transport initiatives in the region.

“We are looking forward to deepening our working relationship with KiwiRail and PNCC to ensure we maximise these exciting new opportunities,” she said. “The Transport Agency is leading investigations into transport improvements around Palmerston North, and the new freight hub will complement this future transport planning.”

NZ log trains extended

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social benefits for the people of the wider Wellington region,” Miller said.

PHOTOGRAPHY CREDIT: SHUTTERSTOCK.COM

KIWIRAIL IN JULY SAID IT HAS increased the number of wagons on its daily trains transporting logs from Masterton to CentrePort from 30 to 45 a day – a 40 per cent increase in capacity.

The boost means KiwiRail’s log service has an annualised capacity of 370,000 tonnes.

“Our log trains already avoid about 16,000 log truck journeys into Wellington each year. The additional rail capacity will avoid a further 6,000 truck journeys each year on the Remutaka Hill Road, the Hutt motorway and the pinch-point of Aotea Quay,” KiwiRail chief executive Greg Miller said.

Miller said improved rail capacity facilitates an overall better intermodal solution. Rather than moving logs all the way to port, trucks can instead transport logs from the forest to KiwiRail’s Waingawa hub – which it is developing – allowing rail to cover the distance to CentrePort.

“It shows how rail and road can work effectively together to create economic and

Log harvests in the lower North Island are forecast to increase in coming years.

Logs are a major export for New Zealand.

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NEW ZEALAND

NEWS

CRL stations nominated for global design award AUCKLAND’S CITY RAIL LINK project is up for a prestigious global award.

CRL in July was announced as a finalist in the prestigious World Architecture Festival to be held in the Netherlands later this year, selected from more than 1,000 nominated projects from 70 countries.

“It’s a very hotly contested international competition and it’s fantastic that the Festival has acknowledged our project’s very important partnership with Mana Whenua,” CRL chief executive Sean Sweeney said.

The CRL entry was based on concept designs for two new underground stations to be built in the inner city, and the redevelopment of the existing station at Mt Eden.

CRL says all three will reflect the stories and designs representing the historic and cultural ties Mana Whenua have with Tāmaki Makaurau (Auckland) and wider Aotearoa (New Zealand).

Eight Auckland-based iwi – Te Ākitai Waiohua, Te Kawerau ā Maki, Ngāti Maru, Ngāti Paoa, Ngāi Tai Ki Tāmaki, Ngāti Tamaoho Trust, Ngāti Te Ata and Ngāti Whātua Ōrākei – have been closely involved in the design of the stations.

The stations are being designed and built as part of the City Rail Link.

“Our expectation as Iwi Mana Whenua is that our holistic values and principles are reflected and embedded in the designs, and that the unique point of difference we bring to Tāmaki Makaurau is there for all to see and appreciate,” Adrian Pettit, Kaitiaki for Te Ākitai Waiohua, said.

CRL said the design concept draws

on the Māori Creation story and the emergence of the natural world from Te Kore (the nothingness) to Te Pō (the darkness) to Te Aō Marama (the light).

“When they are built, all New Zealanders will easily recognise the stories and the designs in the stations as something that is unique and special to our country,” Sweeney said.

The designs aim to reflect New Zealand’s cultural history.

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RAIL EXPRESS | ISSUE 5 2019

29

INTERNATIONAL SAFETY EVENT

Bringing the World to the West The 2019 International Railway Safety Council Conference comes to Australia in October, with the Rail Industry Safety and Standards Board proudly nominated to host.

I

NNOVATION, TECHNOLOGY AND RISK management will all be on the agenda at the 2019 International Railway Safety Council conference in Perth this October.

The International Railway Safety Council (IRSC) provides a forum for an in-depth exchange of experience and lessons for improving railway safety and is exclusively devoted to railway safety issues.

The Rail Industry Safety and Standards Board (RISSB) is very pleased to have been nominated the host of IRSC 2019 at the committee’s meeting in Ireland last year. The conference is being co-organised by RISSB, the Australian Transport Safety Bureau (ATSB), and the Office of the National Safety Regulator (ONRSR) and will be held at the Hyatt Regency Perth on 13-18 October 2019.

The theme of this year’s conference is Innovation and Technology: Changing the Future of Rail Safety.

Presentations will focus on three conference sub-themes: • Ensuring Railway Safety in New Technology and Work Practices • Maintaining Interoperability in Innovation

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ISSUE 5 2019 | RAIL EXPRESS

• Can Risk Management and Assurance Keep Pace with Technology?

Delegates from around the world will join expert speakers from Australia to share ideas and develop an understanding of the role all stakeholders can play in improving industry’s safety record.

In Australia, rail safety is managed under a co-regulatory model and has one of the safest, most productive global railway networks. Each year almost one billion passenger journeys transport Australians on heavy and light rail networks in capital cities and on regional services.

Around 1.3 billion tonnes of freight, primarily bulk commodities, are moved on rail each year. (Bureau of Infrastructure, Transport and Regional Economics and the Australasian Railway Association, 2018). The Pilbara region in Western Australia accounts for over 90% of Australia’s iron ore exports. With more than 44, 000 km of track, Australia has the sixth largest rail network in the world and Melbourne has the longest tram network in the world.

Hosting this conference will provide an opportunity to share Australian experiences as well as learn from our overseas counterparts who

Western Australia has a proud track record when it comes to rail safety.

“

Around 1.3 billion tonnes of freight, primarily bulk commodities, are moved on rail each year.

”

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may face similar safety challenges, increasing our collective understanding of how to meet the demands of the future.

The IRSC organising committee launched its full program last month featuring leading national and international speakers. Keynote speaker, Captain David Evans, Check Captain on board QF32 during an uncontained engine failure, will join a diversity of industry leaders to discuss the complex challenges facing rail safety professionals.

Confirmed speakers include: • Laurent Cebulski - Authorisations Director, Etablissement Public de Sécurité Ferroviaire, (France) • Eva-Lotta Högberg, Senior Rail Safety Investigator, Swedish Accident Investigation Authority (Sweden) • Sue McCarrey - Chief Executive, ONRSR, (Australia) • CF Chan - Assistant Director/Railways, EMSD, Hong Kong SAR Government, (Hong Kong) • Jen Ablitt - Deputy Director, Safety Strategy, ORR and Head of Channel Tunnel Safety Authority, (United Kingdom) • Eunkyung Chae - Senior Researcher, Korea Railroad Research Institute (South Korea) • Jaime Maguire, Director of Safety Programs, Harsco Rail (USA) • Toshiyuki Murai, General Secretary, Morioka Sinkansen Branch, JREU (Japan) • David Milburn - Senior Technical Director, Global Leader – Digital Train Control, GHD, (Australia) • Manprit Singh Baweja - Regional Manager – APAC, FOGTEC BRANDSCHUTZ GMBH, (Germany) Catering to everyone in the rail industry, the program also features stakeholder meetings, plenary sessions, technical visits (Speno Rail and

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Roy Hill’s Remote Operations Centre in Perth) a dynamic partners program and exciting social events, including a welcome reception sponsored

by Arc Infrastructure.

Apart from the business sessions, the conference will give delegates a chance to relax, unwind and build their professional networks while experiencing all that Western Australia has to offer.

The conference will be formally launched at the delegate welcome reception at the iconic Perth Surf Lifesaving Club located just metres away from picturesque City Beach.

The best of the region’s fare will be showcased at the conference dinner at Sandalford Wines, Caversham (Swan Valley). Delegates will feast on seasonal local produce paired with Sandalford’s award-winning wines.

The partners program offers unique opportunities to experience all that West Australia has to offer on exclusive optional trips to Penguin Island, the Pinnacles Desert / Yanchep National Park, Swan Valley and Caversham Wildlife Park.

To access the IRSC 2019 agenda and to register to attend the event, please visit the 2019 conference website: www.irsc2019.com Reference: Bureau of Infrastructure, Transport and Regional Economics and the Australasian Railway Association.

(2018). Trainline 6, Statistical Report. Canberra, ACT: Author.

IRSC PARTICIPANTS INCLUDE: • Safety managers • Railway infrastructure managers • Operators • Government Bodies • Safety regulators • Accident investigation agencies • Railway worker trade unions

“

With more than 44, 000 km of track, Australia has the sixth largest rail network in the world.

”

The event’s welcome reception is sponsored by WA network owner Arc Infrastructure.

RAIL EXPRESS | ISSUE 5 2019

31

INLAND RAIL

Turnkey rail signalling, level crossing tech from Australian provider Rail Express speaks with Aldridge Railway Signals experts David Aldridge and Phil Anderson about the group’s turnkey rail signal offering, and a new approach to the design and manufacture of automated railway crossings.

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LDRIDGE RAILWAY SIGNALS has supplied signals in Australia since 1989. Today, it exports signals to New Zealand, Ireland, Taiwan, Hong Kong, Malaysia, Singapore, Sri Lanka, Thailand and Myanmar, where it has opened an office. In another turn of growth, the company has established an arm dedicated to the complete design, construction, testing and commissioning of signalling projects, named Aldridge Signal Infrastructure (ASI).

Established by Aldridge in 2015 with a small team boasting more than 100 years of collective experience in rail, ASI has continually developed its internal team of specialists.

ASI Managing Director Phil Anderson says the business has gone to great length to engage leaders in the signalling field, particularly around the benefits of a single provider to administer the design, installation, testing and commissioning of turnkey signalling solutions.

“This approach can help minimise a client’s exposure to variations, lower their project

management and administration costs, and can provide them with tighter control over project outcomes,” Anderson tells Rail Express.

“It also mitigates the client’s exposure to project delays which can arise when they must engage multiple stakeholders to deliver the work. Additional time and cost savings come in a similar way when it comes to WHSE, Quality and Environmental issues; a single provider means uniformity of project control systems.”

ASI breaks each project into eight discrete steps: client concept design and specification; rail signal functional specification; supply and manufacture; site installation; testing; commissioning; site demobilisation; warranty. The aim is to ensure all projects are delivered on time and on budget with zero harm, meeting the client’s project coals.

Anderson says ASI puts a team of highly skilled professionals behind each step of this turnkey process. During peak work periods, ASI also engages a pool of highly experienced, trusted

RIGHT: Established in 2015, Aldridge Signal Infrastructure (ASI) is the design, construct, test and commissioning arm of Aldridge Railway Signals and has now opened an office at Goulburn.

TOP RIGHT: Bristling with Aerials for Wireless Communications, this is one of the Wireless Level Crossing (WLX) test units at the Aldridge factory at Concord.

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ISSUE 5 2019 | RAIL EXPRESS

www.railexpress.com.au

and respected subcontractors.

“ASI has a network of subcontractors that are engaged on a needs basis,” he explains.

“These subcontractors are a critical part of project delivery and as such regular open communication is in place with all subcontractors providing early warning of upcoming works. ASI acknowledges that the rail industry has limited qualified resources and as such shares its resources with other subcontractors if an when required. This willingness to assist others attributes to the high level of cooperation and support ASI receives in return.”

Since its launch in 2015, ASI has delivered a number of projects.

At Moorebank in Sydney, ASI upgraded the existing Westrace MKI Interlocking to the Australian Rail Track Corporation (ARTC)’s first Westrace MKII interlocking through the Sydney Intermodal Terminal Alliance (SIMTA) Terminal.

Regional work has included the Georges Plains Crossing Loop; a new loop between Bathurst and Newbridge on the Main West Line. The project, delivered for John Holland CRN, included four new level crossings and in-section controlled signals for following movements in the Georges Plains to Newbridge section.

ASI has also upgraded eleven level crossings throughout New South Wales for the ARTC and John Holland CRN under the Level Crossing Improvement Project.

New regional offices

Recognising the importance of supplying services to the Southern and South Western districts of NSW, ASI opened an office and manufacturing facility in Goulburn in June 2019.

The facility’s team includes four Signal Engineers, four Signal Electricians, a Workshop Supervisor and many Signal Installers.

Aldridge says the facility will provide engineering and support services to all clients, and lead the building of signalling location cases, walk in huts and ancillary equipment.

Recognising the importance of supplying its services to Inland Rail, Aldridge says it won’t be long before offices will be announced in other regional locations.

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A better solution for rural crossings Automated railway crossings traditionally come at a significant capital and ongoing cost. The installation of remote track sensors often means kilometres of trenches must be dug trackside for cabling.

Ongoing costs and inconveniences can arise particularly in rural areas, where traditional track circuit based solutions can be made unreliable due to oxidation of rail surfaces, and other failures due to materials on the tracks such as oil, leaf litter, crushed ballast and sand; factors all exacerbated by the range of environmental conditions such as extreme temperatures and rainfall. Additionally, traditional track circuits have high power requirements requiring mains infrastructure for continuous operation.

These sorts of factors can make automated railway crossings prohibitively expensive for many rural locations, leading to the use of passive systems, unpowered in many situations.

With projects like Inland Rail set to boost traffic on regional rail, Aldridge’s Managing Director, David Aldridge, says the company’s Intelligent Transport Systems (ITS) business, has been developing the Wireless Level Crossing (WLX) solution, which takes on the challenge of designing a better, safer and cheaper automated level crossing system for rural intersections.

Aldridge says the WLX avoids the problems and high costs associated with track circuits and cabling for automated level crossings by incorporating low power high security radio technology with inductive sensor technology to detect trains approaching a level crossing.

Wireless technology communicates information about the approaching rail vehicles to wayside equipment which provides a warning to road users.

System power is derived from solar panels, and communication back to a central server uses 3G/4G to log and manage system data. User access is managed from the central server Should sensors need to be located in cuttings or on bends, relay towers (repeaters) can be set up between the sensor transmission tower and the railway crossing to prevent transmission loss.

“There are no cables between any warning devices which electrically isolates the warning elements, further increasing the resilience of the system,” Aldridge explains.

“The inductive wheel sensor’s detection electronics are integrated into the main controller, increasing the reliability and reducing the cost of the system. Battery and solar powered technology also significantly reduces the costs for remote sites that have no power.”

This suits the primary aim of the WLX system: to provide a low-cost and lowmaintenance alternative for delivery of safety-critical warnings to road users at railway level crossings. In addition, the WLX provides back-to-base monitoring and real-time reporting of every installed device thus allowing for increased efficiency in maintenance activities.

“The WLX system is designed to SIL3 standards, and has two independent RX5 warning signals er level crossings, further increasing resilience,” Aldridge adds.

A pre-production version currently being installed for type approval with the Australian Rail Track Corporation (ARTC) at a rural NSW site. Subject to receipt of that final approval, the WLX product will be ready for commercialisation to other RIMs in Australia and overseas from early 2020. This new system represents a completely new approach to the design and construction of automated railway crossings, making them particularly attractive to remote, rural locations.

The WLX System is built and tested in the Aldridge manufacturing factory in Sydney.

The WLX System is extensively tested before shipping to site. Very little work on site is required to install and commission the WLX System greatly reducing the installation and commissioning costs compared to a traditional level crossing system.

Contact: www.railsignal.com

RAIL EXPRESS | ISSUE 5 2019

33

INLAND RAIL

CEO excited over scope of Inland Rail Richard Wankmuller says the massive Inland Rail project provides a number of exciting challenges and opportunities for the engineering and project management sectors, starting with the substantial contract to take the line through Queensland’s Toowoomba Ranges.

R

ICHARD WANKMULLER HAS A mammoth task ahead of him. As chief executive of the Australian Rail Track Corporation’s Inland Rail project, he’s charged with leading the delivery of the $10 billion-plus project to connect Brisbane and Melbourne via a rail line through regional Queensland, New South Wales and Victoria.

Inland Rail is broken up into thirteen projects spanning three states, each with its own unique challenges, working groups, community engagement, approvals processes and construction timelines.

Easily the most challenging stretch of the project is between Gowrie and Kagaru in Queensland. The stretch incorporates three of the defined Inland Rail project sections to navigate Inland Rail’s most significant obstacle: the Toowoomba Ranges. To help manage the complexities and risks of this effort, the section will be delivered under a public private partnership known as the Gowrie to Kagaru PPP. Wankmuller is excited not only by the opportunities presented by the PPP, but the intense demand it will place on modern engineering.

“We have some really exciting things going on, and one of those is the PPP,” Wankmuller told the AFR Infrastructure Summit in Melbourne on June

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ISSUE 5 2019 | RAIL EXPRESS

12, 2019. “That’s the biggest piece of Inland Rail, at somewhere in the order of $3 billion, and it has some of the more exciting challenges.”

He noted the Toowoomba Ranges transit was historically difficult even for road vehicles.

“Trucks and cars struggle, so moving a 1.8-kilometre double-stacked freight train through that is a bit of a challenge,” he said.

“To make the gradient a little bit less we’ll have a tunnel, which will be twice the diameter of the Sydney Harbour Tunnel, and twice as long. That gives you a number of ventilation issues, heat control and safety issues. When we come out the other side of that tunnel we’ll have that 1.8-kilometre freight train suspended in the air – we’re not to ground yet.

The first thing the train does is go onto a bridge the height of the Sydney Harbour Bridge, and as long as the Story Bridge in Brisbane.

“These are engineering challenges unto themselves, and that’s just one piece in this section; there’s fifty-one bridges in this section.”

He said a global expressions of interest phase for the PPP, which recently closed, yielded many “great” candidates. Shortlisting and a formal request for proposal is expected by the end of this year.

“We’d like to really stick to this challenge. This

Inland Rail CEO Richard Wankmuller.

The Inland Rail project will deliver an economic stimulus to QLD.

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PPP is in Queensland, which is one of the areas where we don’t have a lot of work underway at the moment, and Queensland could use the economic stimulus.”

Reference design and de-risking

Solid progress isn’t just contained to the PPP, with Wankmuller describing a forward push across the entire Inland Rail route. He said reference design for the project as a whole should be complete by the end of 2019.

“When you finish reference design you know what you’re actually going to be building,” he explained. “We’ll know exactly how we’re going to solve some of these challenges. [For example] getting through the floodplains: what the structures look like; whether there’s bridges or viaducts; how robust they are.”

Another critical component of this reference design is how risk is to be managed across such a diverse and expensive project. “[Through the reference design] we’ll know how to package the work and get the knowledge out to the community. We’ll know the best way to de-risk our projects, because we’ll know how to attract the best companies in the country, and we’re going to do that through a de-risking strategy,” Wankmuller said.

“We take some of the traditional risk that the contractor would take, but very knowledgeably, and in a very programmatic way, so as to de-risk it for ourselves and the contractor.”

Benefit to the supply chain

Wankmuller also believes the Inland Rail team will progress towards a clearer picture by the end of the year around intermodal terminals along the line.

This, he told the Melbourne audience, is key to achieving what should be the real goal of Inland Rail, as a nation-building project.

“The project goes beyond rail … those intermodal sites are very important to the big picture of what we’re trying to accomplish here,” he said.

“We’re going to build a railroad, but that’s really just the tip of the iceberg to the difference this can make to the country.

The big picture here is the truly added value, which isn’t about the rail at all – it’s about the supply chain. It’s about greatly enhancing the supply chain and making it much more efficient, starting to bring it up

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to world standards.

“Supply chains in other parts of the world are heavily reliant on rail. Usually it’s 70 per cent rail, 30 per cent trucks; it’s the exact opposite here in Australia, and there’s a lot of history to that. Bringing the supply chain up to speed … it’s going to make a huge difference. We can bring down the cost of producing goods in this country tremendously.”

To realise this potential on a national scale, Wankmuller said governments and stakeholders need to work together. Happily, he noted, some of this is already taking place.

“One of the things I’m proud of is we’ve catalysed some really good work between federal and state governments and that isn’t always done well,” he said. “This effort goes beyond what we’re building. We need help from the entire industry. We need people to step up and step in. We see state governments doing that very well.”

One example of this is the NSW government’s $400 million investment in its Country Rail Network, which Wankmuller explained the benefits of: “When they connect to the spine [of Inland Rail] they’re going to have the same axle loads, providing interconnectivity and interoperability from the state lines to the spine. We’re looking to do the same thing in Queensland as they come onboard.”

Legacy for regions

Beyond simply providing freight connectivity for regions, the Inland Rail

team is aiming to provide significant legacy benefits to the regional centres visited by the project.

“We have a number of sustainable enabling programs, which are really legacy programs for the community,” he said. “They look at how do we provide some of the things that are very difficult in the regions.”

As one example: “We’re going through regional Australia which is drought-ridden. When you build rail you need a lot of water, particularly for dust suppression, so one of the things we’re looking at is how can we solve our problem, but leave a legacy of a water supply for the communities out there if we can do it.”

As another: “We’re building the line but we also have to operate it. We have a telecom network that works for our control system. Can we augment that to provide better connectivity out in the regions? We think we might be able to leave a legacy in that regard too.”

Ultimately, these legacy initiatives will help drive positive sentiment among communities impacted by construction work – a positivity Wankmuller said must be promoted by all stakeholders for the project to be a success.

“Enthusiasm in the community is very important, and the community needs to see the vision of the whole project,” Wankmuller said. “We can’t be the only ones talking about it.”

RAIL EXPRESS | ISSUE 5 2019

35

INLAND RAIL

Innovative steel delivered for Inland Rail Infrastructure minister and leader of the Nationals Michael McCormack says innovative rail steel designed and manufactured in South Australia for Inland Rail demonstrates the far-reaching opportunities presented by the project.

A

$31 MILLION CONTRACT WILL see 6,000 tonnes of rail delivered to the Narrabri to North Star section of Inland Rail from the Whyalla steelworks in South Australia.

The rail, designed specifically for Inland Rail, is set to improve the performance of faster, more efficient double-stacked trains, supporting speeds of up to 115 kilometres per hour along the alignment.

Minister McCormack said the contract was consistent with the Coalition’s commitment to grow regional economies.

“Inland Rail is a catalyst for local jobs well beyond the Melbourne to Brisbane alignment,” McCormack said. “We know that our local

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ISSUE 5 2019 | RAIL EXPRESS

manufacturers have the skills and creativity to be competitive. That is why Inland Rail has chosen top-quality, Australian-made steel to build this transformational project — because we know towns like Whyalla produce world-class products.”

Finance minister Mathias Cormann said large-scale infrastructure like Inland Rail presented key opportunities to drive job creation and regional growth.

“The Government’s pro-growth agenda is about creating jobs and stimulating local development. Inland Rail is a critical part of the Government’s plan for a stronger economy,” Cormann said.

“We know that the nation’s success is

The steel used for the Inland Rail project is made domestically.

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underpinned by the hard work and aspiration of everyday Australians, but we also know that we need to ensure our industries … remain internationally competitive.

“That’s why we’re building transformational infrastructure projects such as Inland Rail to build economic resilience and strength, building on Australia’s reputation as leaders of innovative manufacturing and design.”

Federal member for Grey Rowan Ramsey said the contract was great news for Whyalla.

“Whyalla has a long and proud history of manufacturing rail steel for our rail network, including a $20 million contract to supply 14,000 tonnes of rail for the Parkes to Narromine section of Inland Rail,” Ramsey said.

“Manufacturing is the predominant industry in Whyalla with more than 23,000 people in the town and its surrounds reliant on the iron and steel industry. Contracts such as this, for Inland Rail, make a real difference in the lives of Whyalla locals.

“Even 10 jobs staying in Whyalla because of Inland Rail is a huge win for the town, and with approximately 262,000 tonnes of steel needed to build Inland Rail — the equivalent to five Sydney Harbour Bridges — I have upmost confidence in the steel plant’s capacity to continue to deliver the high standard required for Inland Rail.”

Inland Rail CEO Richard Wankmuller welcomed the opportunity to support local industry.

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“Whyalla is a big part of Australia’s rail history and their steel underpins thousands of kilometres of ARTC’s existing network around Australia, including the first section of Inland Rail from Parkes to Narromine,” Wankmuller said.

“We are preparing for the next stage of construction on Inland Rail on the Narrabri to North Star section following federal and state government project and associated approvals.

This high-quality steel … will be used for reconstruction of the existing track, construction of a new section of rail line at Camurra and level crossing works, among other things.”

Wankmuller noted the cross section of the specially-designed rail had been optimised for the wheel-rail interface anticipated along the Inland Rail route.

“In order to deliver its full benefits, Inland Rail needs to provide a safe and fast alignment, and the modified rail cross-section profile accommodates this by improving the performance of the wheel-rail interface,” he said.

“The new profile has been developed to reduce rail wear and reduce maintenance costs, and lessens the requirement for rail grinding on commissioning of the track.”

The new profile has been incorporated into the publicly available suite of ARTC Track Standards and from now on is the new norm for all tangent track across ARTC’s 6500km Interstate Network, Wankmuller said.

The rail is set to improve performance for doublestacked trains.

“

Inland Rail is a catalyst for local jobs well beyond the Melbourne to Brisbane alignment,

”

RAIL EXPRESS | ISSUE 5 2019

37

INLAND RAIL

Over 63km of track removed in first phase of P2N project The Australasian Rail Track Corporation (ARTC) said in June it had removed more than 63 kilometres of existing rail line from the Inland Rail construction in Parkes, New South Wales.

T

HE WORKS ON THE SECTION OF line between Parkes and Narromine represent the first of thirteen Inland Rail projects encompassing over 1,700 kilometres.

The track, which has been removed from the freight line between Parkes and Narromine (the P2N project), will be recycled and repurposed for Pacific National’s Intermodal Terminal in Parkes as well as other parts of the NSW rail network.

“It’s just one of the ways we keep our commitment to sustainability,” the ARTC stated in an inaugural project newsletter.

In addition to the track removal, over 100,000 cubic metres of material has been removed as a result of ongoing earthworks.

The works are being carried out by INLink, a joint venture between BMD Group and Fulton Hogan, which is focused on upgrading existing links, building new embankments and culverts, and upgrading signage, signals, level crossings and fencing.

The ARTC stated that they would install over 4,000 culverts across the project in total.

Neighbouring projects include the southerly Stockinbingal to Parkes (S2P) project and northerly

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Narromine to Narrabri (N2N) project, which are both currently in the project feasibility stage.

The ARTC held its first community forum on the project, with two more set to follow on June 19 at the ARTC Community and Working Hub in Parkes and on June 20 at Peak Hill RSL in Peak Hill.

Track will be recycled for use on Pacific National’s Intermodal Terminal in Parkes.

More than 100,000 cubic metres of material has been removed on the works.

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CIVIL ENDINGEERING & MAJOR PROJECTS

Mid-tier contractors step up for change

The surface construction contract for the recently opened Sydney Metro Northwest line was awarded to Italian companies Salini and Impregilo.

Australia’s mid-tier providers are banding together for more visibility in public procurement decisions.

Rail Express reports.

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HAT DO THIESS, SEDGMAN, UGL, CPB Contractors, Abigroup and Baulderstone have in common? The first thing might be that they are all prominent contractors working in various industries in Australia, including construction, rail and mining. But look more closely and it becomes apparent that all six of these contractors are owned by just two companies, CIMIC Group and Lendlease Group, and only the latter is Australian-owned.

This is not uncommon corporate practice in itself. Many famous companies considered to be American are actually majority international-owned operations, such as Budweiser (Belgium), Burger King (Canada), 7-Eleven (Japan),

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General Electric (China) and Trader Joe’s (Germany).

But in the world of infrastructure development, where public procurement is much more prominent, healthy competition is more readily encouraged.

Australia relies heavily on overseas companies to help deliver its infrastructure projects, and state governments vary in opinion when it comes to the importance of integrating local contractors into proceedings.

Victorian premier Daniel Andrews has been among the most vocal for change when he delivered the Victorian Local Jobs First Bill last year, establishing the role of a Local Jobs First Commissioner and set “local content requirements” for

88 strategic projects.

“No other jurisdiction in Australia sets mandatory targets in legislation – by doing so we’re at the forefront of industry participation – creating thousands of jobs for Victorians and supporting local businesses and industry,” said minister for industry and employment Ben Carroll following the announcement.

On the other hand, New South Wales’ transport minister Andrew Constance, who commissioned Spanish construction major Acciona for the Sydney Light Rail project (a decision that has led to a legal tussle with the company), has taken a different tack when it comes to project delivery.

Defending a 2016 Baird Government

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MAJOR PROJECTS

decision to outsource the $2.3 billion construction of 65 Intercity trains to Hyundai-led consortium RailConnect NSW, Constance said that the decision would lead to a 25 per cent cost saving. This approach received criticism from the Australian Manufacturing Workers’ Union (AMWU) and others, who indicated that hundreds of local jobs would be lost as a result of the decision.

“The Victorian model requires a high percentage of local content and that is the only way to go, but in NSW we’re banging our heads against a government brick wall – they don’t care, don’t listen,” said Downer EDI delegate Shaun Goss in response to the decision.

A forum of Victorian and NSW industry and public sector leaders established the New Construction Industry Leadership Forum in response to these concerns as a way to improve

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the value and effectiveness of government delivery and procurement of public infrastructure programs. The forum received the support of both the NSW and Victorian state governments, Infrastructure New South Wales (INSW) and the Australian Constructors Association (ACA).

Lindsay Le Compte, executive director of the ACA, explained at the 2019 AFR National Infrastructure Summit at the Grand Hyatt, Melbourne on June 13 that re-examination of project risk profiles was necessary to see how they could be put into component parts to gain the benefit of local participation as well as the expertise brought by international companies.

“I think what we’re seeing at the moment through the Construction Industry Leadership forum that the ACA has joined with is a sea change in relation to how government and industry work together to achieve positive

The tender shortlist for the next stage of Western Australia’s Metronet project includes two consortia comprising a mix of Australian and foreign-owned contractors.

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outcomes for the community through these large projects,” he said.

Le Compte is not alone in this view.

The Construction Intelligence Centre found that after Africa, Australasia was the continent with the highest concentration of foreign contractors delivering infrastructure projects.

Buoyed by this statistic, 12 Australian mid-tier civil, mining, construction and rail contractors — each with revenues in excess of $250 million — banded together to form Australian-owned Contractors (AOC), a group dedicated to returning balance to Australian infrastructure projects.

The group was created to bring attention to mid-tier Australian contractors to provide them a better opportunity to contribute to state

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infrastructure projects being led by larger international conglomerates.

Georgiou Group chairman and AOC founding director John Georgiou referred to this as the “walls in the market” caused by a Government skewing excessively towards overseas contractors.

“If you take a billion dollar project, Georgiou won’t be able to stand up to try and qualify for that project — it’s just too hard for a whole bunch of reasons, so typically, what we would do is approach a Tier One or another organisation depending on its size, and pitch to a procurement consortium,” Georgiou explained.

“We’ve been able to position ourselves, albeit with no formal requirement, to have Australian companies in the mix and what we’re suggesting to government is that they formalise [the process] a little bit more.”

The companies involved with AOC include contractors from a wide variety of industry backgrounds such as Bielby, BMD, Daracon, Decmil, Ertech, FKG Group, Georgiou, MACA, NRW Holdings, SRG Global, Wagners and Winslow.

Of these companies, the four most heavily involved in the rail sector are BMD, Daracon, Bielby, and Georgiou.

“Australian-owned contractors have been ‘risked out’ of 80 per cent of the market,” the group said in a statement.

“Contract risk apportionment has escalated on major public infrastructure projects to the point where only Tier One contractors (the majority of which are (or soon will be) foreign owned and/or controlled) have the balance sheet capacity to accept these sorts of risks.”

Georgiou, who spoke with Le Compte at the AFR National Infrastructure Summit, explained that the AOC came about through detailed analysis of federally funded, major (defined as having a worth over $500 million) transport and infrastructure projects.

“For us we expected the number to be high but not that high, so we looked at other data and said, ‘What happens in their respective foreign countries?’,” Georgiou said.

“The numbers over there were 70-75 per cent done by local companies. Our data focused around $500m plus [projects] and we said, ‘There’s something wrong with this data’.

“In some cases it’s because these big local Tier One companies have been purchased by overseas interests, which from our point of view is fine, but it’s more about how we shift that balance … and that’s really the narrative we’ve been supplying to the Federal Government.”

The results of this research was in line with the findings of the Construction Intelligence Centre noting that roughly 85 per cent of major infrastructure contracts in Australia were being awarded to international Tier 1 contractors, and that once Australian property and infrastructure major Lendlease was removed from this equation, the figures jumped to 97 per cent.

This is in part because construction contractors that seem to be Australian on their face are actually subsidiaries of parent companies based in North America, Europe and Asia.

CPB Contractors, as previously mentioned, is a subsidiary of the CIMIC Group, which is 70 per cent owned by German company Hochtief, and in turn Hochtief is 66.5 per cent owned by Spanish company ACS Group. John Holland Group, meanwhile, which was formerly owned by CIMIC Group under its old name Leighton Holdings, was purchased

by Chinese-state owned company China Communications Construction (CCC) in 2015 for $1.15 billion.

The AOC has suggested that for mid-tier contractors unable to compete for the biggest contracts, joint venture collaboration with foreign infrastructure companies enforced via mandate could present a compelling compromise.

“That’s the narrative we’ve supplied to the federal government, saying ‘Look, here we have this industry, and if you look at the past you’ve got big Australian Tier Ones — how did they get to be Tier Ones?’,” Georgiou added.

“If you go back to the ‘70s and ‘80s, there was a lot of federal funding and federal projects and these companies grew on the back of that. “[There were also] joint venture opportunities with foreign companies back then but those opportunities don’t exist anymore for a bunch of reasons and so we provided that narrative to say what we’d do about it.

“For us, it’s about how we get that change.”

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MAJOR PROJECTS

Canberra’s light rail extension split in two ACT transport minister Chris Steel says the division of the next stage of Canberra’s light rail line into two parts is appropriate considering the major differences in approvals needed for each section.

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TEEL SAID ON JULY 5 THE ACT Labor Government remained committed to extending light rail south to Woden, despite opting to split the approvals process for the extension into two discrete parts.

The ACT government and collaborator Canberra Metro completed the first of the project’s two planned stages — a northerly link from Canberra’s city centre (Alinga Street) to Gungahlin — in April at a cost of $675 million.

Stage 2 of the project, until now posed as a single project, has been estimated to cost much more however, with initial estimates pegged at $1.3-1.6 billion.

Under the newly announced plans, the line extending south from the recently-opened Gungahlin-Civic light rail line will be split into Stage 2A, from Civic to Commonwealth Park, and Stage 2B, which will take it over Lake Burley Griffin, around Parliament House and through to Woden.

Steel said the ACT will lodge the separate plans for referral under the Commonwealth’s Environmental Protection and Biodiversity Conservation (EPBC) Act. He said progressing separate referrals through the EPBC process is appropriate “given the very different planning, heritage, and environmental considerations in different parts of the corridor”.

The ACT government has been going back and forth in negotiations with the National Capital Authority over a plan both sides can agree to for the part of the rail line now considered Stage 2B. Questions remain over the infrastructure which will be allowed near Parliament House, and whether a new bridge would need to be built or if the existing Commonwealth Avenue Bridge is suitable.

“The route passing through the Parliamentary Zone via State Circle East is included for assessment in a separate Commonwealth Park to Woden EPBC submission,” Steel said.

“It contains more complex considerations, such as the approach to Commonwealth Avenue Bridge and crossing the lake towards Parliament

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House. It is likely these matters will take longer to resolve with the Commonwealth.”

Meanwhile, it is hoped the division will allow the territory government to get on with at least Stage 2A of the project soon.

“We hope through this approvals process, we

The Canberra light rail line will split at Commonwealth Park.

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can get on with the first segment between the City and Commonwealth Park more quickly while we continue to work with the Commonwealth on the approval for remaining part of the route to Woden,” Steel said.

“With the completion of light rail stage one, we have the skills and expertise in the city that can transition to work on the next stage.”

Despite concerns from local groups over news of the split, Steel reiterated that the government remained committed to extending the route all the way to Woden.

“Light rail can help reduce congestion in our iconic national areas while bringing more people in to experience our national heritage and collections,” he said.

disagreement with territory government proposals to build a light rail route in the gap between Commonwealth Avenue’s twin bridges while reducing the bridges’ traffic lanes to accommodate the stage two route. “[The Commonwealth Avenue Bridge] was designed in the 50s, built in the 60s, standards have changed for traffic,” Barnes said. “We’ve got a lot more traffic going over there than anyone ever

envisaged — we need to keep it functional and operating.”

Engineers Australia civil structural committee chair Greg Taylor concurred with Barnes, telling the Canberra Times that a new bridge would be a good decision and that elements of the existing Commonwealth Avenue bridge were now outdated.

“From an engineering perspective, you would be able to use better materials and extend the life of the bridge and reduce maintenance costs by building a new one,” he said.

Canberran commuters have enjoyed a month of fare-free travel in the city following revisions to Canberra’s public transport network. Normal paid services will resume from May 27.

“We hope people will continue to use public transport after the free period concludes, and we will keep monitoring the system as people settle into travel patterns and get used to our new integrated public transport network,” said then-transport minister Meegan Fitzharris.

An artist’s impression showing a light rail tram in the background.

The Commonwealth Avenue Bridge could be due for a revamp to accommodate the light rail plans.

National Capital Authority (NCA) chief executive Sally Barnes has stated that Canberra’s Commonwealth Avenue Bridge could be replaced to accommodate plans for the Canberra Light Rail Stage 2 project.

Barnes told ABC Radio Canberra in May the bridge was part of an ageing asset portfolio and that the NCA was considering building a replacement bridge as an option.

Barnes had previously expressed her

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Credit Nick D / Creative Commons

Could utilise new bridge route

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PHOTOGRAPHY CREDIT: RAIL GALLERY

ROLLING STOCK & MANUFACTURING

Adelaide order, VLocity Refresh keeping Dandenong busy

Dandenong will be refurbishing the existing VLocity fleet, and delivering more trains in the near future.

A fresh contract extension from the South Australian government and the first of 75 refurbished VLocity trains have been keeping Bombardier’s Dandenong workshops busy.

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DELAIDE WILL HAVE ALMOST THREE dozen electric multiple unit (EMU) trains from Bombardier after more were added to the manufacturer’s orderbook.

Bombardier said on June 28 it had won a contract variation from the South Australian government, which calls for twelve three-car EMU trains for an undisclosed fee, to be manufactured at Bombardier’s workshops at Dandenong in Melbourne’s south-east.

Once complete, the deal will bring Adelaide’s A-City EMU fleet to 34.

Bombardier Transportation’s President for South East Asia and Australia Region, Wendy McMillan, said the news was a welcome extension of what has been a good relationship for some time.

“Since 2005, Bombardier has been supporting Adelaide’s mobility needs with its diesel and electric commuter trains and this contract variation is another huge endorsement of our workforce and the quality of the products designed, built and maintained here in Australia,” McMillan said.

“We are proud to deepen our long-term partnership in this important market, built on a strong track record of delivery performance,

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best-in-class rail technology and value-adding long-term solutions; which has laid the foundation to further support South Australian Government’s great efforts to meet a higher demand for public transport that will ensure the comfort and ease of every passenger’s journey.”

The three-car A-City trains operate on Adelaide’s Seaford and Gawler line, and can accommodate 240 passengers seated and 300 more standing.

The trains won a Good Design Award at the 2015 Australian International Design Awards, and the company says it achieves more than 60 per cent local content with each train.

VLocity refresh rolls out first train In another piece of good news for local manufacturing, the Dandenong workshop also recently finished refurbishment work on the first three-carriage VLocity train as part of Victoria’s $50 million refreshment program.

The VLocity Refresh program is refurbishing the interior of all 75 VLocity trains operating on the state’s regional network.

OPPOSITE LEFT: Dandenong will deliver more A-City trains for Adelaide.

OPPOSITE RIGHT: The B-series fleet was delivered by an EDI Rail and Bombardier alliance working out of Maryborough in Queensland.

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PHOTOGRAPHY CREDIT: RAIL GALLERY

PHOTOGRAPHY CREDIT: RAIL GALLERY

The trains are being fitted out with new carpets and seats, priority seating areas, more handrails and minor repairs as required. Automatic announcement technology will also be installed.

The state government says the program goes further than any previous refurbishments, and will bring the existing fleet up to the standard of the future VLocity fleet. It will also pave the way for nine-car VLocity trains to operate across the entire fleet.

Visiting Dandenong on July 8 to see the first three-car VLocity train roll out of Bombardier’s workshop, acting premier Lisa Neville noted more people than ever before were being moved by regional operator V/Line, with 22.3 million journeys recorded in FY19.

“With more V/Line passengers than ever before, there has never been a better time to upgrade our VLocity fleet to boost accessibility and comfort for passengers in regional Victoria and Melbourne’s west,” the acting premier said.

“These upgrades will not only improve the travel experience for regional Victorians, they’re supporting local jobs in Melbourne.”

Public transport minister Melissa Horne said the $50 million Refresh program was part of a big boost for regional rollingstock in Victoria. $340 million was announced in the 2019 budget for 18 new VLocity trains.

“We’re updating our existing regional train fleet and building more trains, trams and buses – getting more and more Victorians where they need to go and creating local jobs in the process,” Horne said.

“The millions of trips taken on V/Line every year will now be smoother and more comfortable than ever before.”

The VLocity Refresh program is set to be complete by late 2021.

Final B-series railcar delivered to Perth On the other side of the country, the Western Australian government said it aims to sign a deal for the next generation of passenger trainsets by the end of 2019, after taking delivery of the final B-series railcar from EDI Rail-Bombardier’s site in Queensland.

The last new B-series trainset entered service in June, making it the 78th three-car B-series set to enter service (234 cars in total), since the first set rolled onto the Joondalup line in September 2004.

The B-series sets were built in Maryborough by a joint venture of Downer and Bombardier, and were designed to provide a 30 per cent capacity boost compared to Transperth’s initial electric two-car A-series model.

State transport minister Rita Saffioti was on hand at Nowergup Depot on June 22 to tour the site and take a look at the final B-series train.

“Nowergup Depot is the exact site where, 15 years ago, the B-series railcars were first revealed to the public by the Gallop Labor Government,” Saffioti said.

“Since that date, 78 three-car trains have been fitted out at this facility, significantly boosting capacity on the Transperth network and setting the standard for modern, accessible and efficient public transport.”

Procurement is already underway for the next fleet of trains for Perth, the C-series, which will be six car sets. Budgeted at $1.6 billion, the contract will see 102 new railcars (17 sets) built to service new projects as they come online under the WA Government’s Metronet urban rail program. A further 144 railcars (24 sets) are being procured to replace the ageing A-series fleet.

The contract also includes a component for up to 30 years of maintenance of the fleet.

Delivery is set to begin in 2021, with the state set to sign a deal with a chosen supplier by the end of this year. The Downer/Bombardier partnership is among the shortlisted candidates to deliver that fleet.

The state wants trains with capacity for around 1,200 passengers, which works out to 200 per car. The trains are to have extra, wider doors, USB charging ports and eco-friendly measures.

Manufacturing will take place in WA, with a 50 per cent local manufacturing target. The project includes construction of a railcar assembly and commissioning facility at Bellevue.

“We’re committed to maximising jobs and local content on this project,” Saffioti said. “It’s only right that Western Australians reap the long-term economic benefits from the infrastructure they fund.”

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PRODUCTS & TECHNOLOGY

Rolling railway maintenance to a digital destination In the rail industry time is valuable currency. SKF’s latest digital innovation is proven to extend maintenance levels and keep rolling stock rolling as much as possible.

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ONDITION-BASED MAINTENANCE (CBM), which involves measuring and monitoring parameters such as vibration and temperature to spot anomalies at an early stage, has been applied for a long time in many industries. The monitoring aspect is commonly known as conditioning monitoring.

Historically, the rail industry’s maintenance regime is to service trains on a time or mileage basis. Though this approach has been used successfully for many years, it does not take account of whether parts actually need replacing.

Inspection can only take place when trains aren’t running, and maintenance actions require rolling stock to be taken out of service, or lines to be closed for extended periods.

As such, maintenance costs remain one of the biggest concerns for the industry, due to aging train fleets and the increasing need for train availability.

Adoption of CBM is steadily growing thanks

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to significant innovations and the availability of technology. Digitalisation is making a major difference towards how maintenance is executed and can enable the customer to extend maintenance intervals. This can have beneficial effects on, for example, train availability.

The less time rolling stock spends in maintenance, the more time it can spend carrying passengers or cargo – this is important at a time when the sector is seeing increased pressures on demand. It can also help with reducing lifecycle costs and inventory management of spare parts, due to the early warnings provided by condition monitoring of any risks and possibilities of incidents.

SKF combined CBM with its knowledge in bearings and other components and developed an entirely rail-focused version of its highly successful Multilog IMx platform. This latest innovation combines rolling stock and track condition monitoring in a single, easily customised solution.

Condition-based maintenance is steadily growing in the rail industry.

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SKF’s tech combines rolling stock and track condition monitoring into a single unit.

SKF has called the Multilog IMx-Rail the next step for train digitalisation.

The next step in train digitalisation

Multilog IMx-Rail is a multi-channel, on-line condition monitoring system based on new rail approved components. It is the next step in train digitalisation, allowing operators to implement condition-based maintenance that can help achieve goals such as TCO reduction, higher availability, the avoidance of unplanned stoppages and longer maintenance intervals.

Available for OEM installation and as a retrofit solution, the Multilog IMx-Rail offers advance warning of rolling stock rotating part issues on wheel bearings, gearboxes and motors, as well as data collection from many other components. The system can also provide a track health map with line faults located, identified and recorded with market-leading accuracy.

The Multilog IMx-Rail system can also be integrated easily with SKF’s Cloud services for data storage, data sharing and for SKF Remote Diagnostic Services. Its versatility, combined with SKF’s expertise at monitoring rotating components across many industries, enables the quick analysis and prioritisation of any planned rolling stock maintenance.

the sensor’s data, along with information on the train’s location and operating conditions.

The software system, called “@ptitude Observer”, identifies, locates and accurately records rail track abnormalities that might generate wear or damage to the train’s wheels, passenger discomfort, or noise on particular parts of the track. Maintenance staff can then use that information to trigger a more detailed inspection of the area of track identified.

Multilog IMx-Rail doesn’t only help operators understand the condition of wheels and track. The system is also designed to identify vibrations caused by other problems on the train, such as faulty bearings. Operators around the world are already using this approach to avoid breakdowns and optimise their rolling stock maintenance schedules.

As rail traffic increases, the role of digitalisation and condition monitoring solutions, such as the Multilog IMx-Rail, will become increasingly more important in boosting rolling stock efficiency and keeping trains on track.

“

The less time rolling stock spends in maintenance, the more time it can spend carrying passengers or cargo.

”

Proven on the tracks

Multilog IMx-Rail is already demonstrating its capabilities in the field. To provide a sense of how the system typically works, on a standard commercial train, for example, the self-contained package of sensors and electronics is mounted onto one of the train’s bogies, under a carriage.

In everyday operation, the unit measures and records acceleration and vibration signals, it then processes this data and transmits all the information wirelessly to a back-office collection point, where reported information can trigger required actions.

Next, a dedicated software system, also provided by SKF, uses smart algorithms to analyse

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PHOTOGRAPHY CREDIT: SHUTTERSTOCK.COM

PRODUCTS & TECHNOLOGY

Cutting out the noise for PA systems Chatswood railway station in Sydney has implemented a new Digital PA system that promises to cut out the interruptions. Rail Express reports.

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The EDC Acoustics CS-90 was the speaker chosen for the Chatswood project.

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NNOUNCEMENTS ARE AN important component of train station organisation, but lots can get lost in the noise and bustle of a busy station. PA systems can sometimes overlap due to the sheer frequency of announcements that have to be made at any one time.

Chatswood railway station on Sydney’s North Shore line was one such station facing the consequences of this.

So many trains were passing through the station - which serves roughly 60,000 passengers a day and sees a train pass through every three minutes on average - that it was not a practical solution to have one announcement playing on each platform at a time.

Given the station’s popularity and configuration of four tracks split into two islands, it was making announcements hard to prioritise for Sydney Trains and Sydney Metro, both of which used the station for their North Line and Northwest services respectively.

Since there is only one audio system at the station and both operators needed to play announcements at the same time, Sydney Trains and Sydney Metro worked together with audio specialist supplier tm stagetec systems to find a more practical solution.

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Both Sydney Trains and Sydney Metro stated that they wanted their operators to be able to broadcast simultaneous announcements on adjacent platforms so that waiting passengers would be able to hear and understand the announcements on their platform, without being disrupted by similar and simultaneous announcements emanating from the other platform a few metres away.

The project team came up with three proposed solutions in how to deal with the increasingly troublesome occurrence.

The first proposed option was to prioritise the announcements between operators. However, it was decided by the team that due to the frequency of announcements to be played, it was nearly impossible to prioritise the announcements without compromising to other types of announcements such as safety or track works.

The second proposed idea was to install a physical barrier in the middle of the island platform to block the sound spilling over to the other platform. However, since there was a lot of devices already installed along the platforms, and Chatswood was categorised as an Emergency Warning Information Communication (EWIS) station requiring a full fire assessment before

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adding new materials or devices to the platforms, the idea was dropped.

The third option, involving sophisticated sound isolating technology, was the one that eventually won out, says Charles Chan, an audio services manager at Transport Sydney Trains who led design and project management on the project alongside colleague Nixon Edward.

“Chatswood station consists of two island platforms: Platform 1 & 2 and Platform 3 & 4,” Chan says.

“Platform 1 and Platform 4 are operated

by Sydney Trains where Platform 2 and 3 are operated by Sydney Metro. Both operators are required to play the announcements in accordance to their individual schedule.

“Acoustic modelling and demonstration were conducted with a positive outcome. Therefore, it was decided to proceed with a new Digital Array Speaker solution to meet the business and operational needs for both operators.” tm stagetec systems settled on Plane Array CS90 speakers from subsidiary EDC Acoustics, which led distribution and system design integration on the project. EDC had to program the PA systems to a very narrow radiation pattern in the horizontal plane so that they could be steered to the desired target area and maintain that focus over a wide bandwidth. The CS-90 speakers, being tall, narrow column-style speakers, were especially well suited to this task.

The CS-90s could utilise computer-controlled wavefront control in 3D, allowing users to direct and shape wave fronts to meet the needs of the task at hand, in this case to isolate the sound output to a particular island without the risk of overlap from an announcement on a different platform. This not only provided a benefit for the commuters but would help to avoid noise leaking to other areas outside of the station as well.

It was a challenging project for EDC, according to David Connor, the audio and electroacoustic designer charged with leading the acoustic

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modelling side of the project.

“This was a psychoacoustic challenge as well as a technical challenge because the other platform announcements have meaning and further disrupt the brain when compared to incoherent noise,” he says.

“Delivering this level of isolation in such a short distance is a difficult task that was further compounded by secondary sound arrivals in the form of reflections, echoes and reverberation. In order to achieve the objectives, the loudspeakers had to be focussed very specifically.”

The setup was designed so that the difference in total sound level between the two PA system announcements would be more than 15 decibels (dB) in a range between 250 hertz and 8 kilohertz.

These figures were chosen as they were generally considered to deliver the minimum headroom required to deliver significant intelligibility in the presence of noise, according to Connor.

Acoustic echo cancellation and ambient noise systems were also installed to allow automatic, real-time level adjustment at each individual platform to ensure that passengers could still hear announcements while waiting for either train or metro services.

“The design solution performance was predicted with the goal of more than 15 decibels only being realisable from 630 hertz to 4 kilohertz,” Connor explains. “Less than 10 decibels could be achieved from 400 Hz to 8 kHz. After much analysis, this was deemed to be the best practical result possible, and the installation proceeded. Since the speaker systems were implemented at Chatswood earlier this year, tm stagetech, Sydney Trains, and Sydney Metro have all received significant positive feedback.

“After the system was commissioned the realworld performance was measured by creating a graph comparing the design predictions with the real-world measurements that found they were very similar,” Connor explains. “Hats off to science.”

Busier train stations, serving around 60,000 passengers a day.

An overhead shot of Chatswood station, where EDC Acoustics’ PA system was implemented.

“

Acoustic modelling and demonstration were conducted with a positive outcome.

Therefore, it was decided to proceed with new Digital Array Speaker solution to meet the business and operational needs for both operators.

”

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PRODUCTS & TECHNOLOGY

Rail Movement Planner brings Brazilian know-how Down Under Brazil-based CFlex is now Rail Movement Planner. Rail Express finds out what prompted the change as the company continues its international growth.

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RAZILIAN TECHNOLOGY COMPANY Rail Movement Planner (RMP) has been in the rail game for a while now, but not as you’d know it. The company was founded as CFlex MPC in Campinas, Brazil (around an hour’s drive north of Sāo Paulo) in 2015, where it quickly made a name for itself for its CFlex Movement Planner product.

The company has now changed its name to Rail Movement Planner, having rewritten and evolved the CFlex Movement Planner consistently since 2015.

“The name ‘CFlex’ was too generic,” explains

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RMP president Elesbao Oliveira. “If you Google it you can find many companies that are not related to the railroad world.

“So, to improve our presence in the market and increase our visibility, the Rail Movement Planner company was born on June 3, 2019.”

Rail Movement Planner (RMP) is a state-ofthe-art solution for real-time circulation planning and train dispatching that can provide fully integrated timetabling, conflict detection and problem-solving services for rail operators.

This helps to improve the visibility of planned train circulation, allowing train controllers to

A freight train pictured in the state of Sao Paolo.

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increase the average speed of trains, which can lead to several productivity benefits.

It’s also possible to create and configure a regularity operational scenario where the RMP engine will prioritise the regularity of the train circulation.

“RMP optimises train circulation automatically or at the train controller’s request, delivering optimised and feasible train circulation plans in just a few seconds,” Oliveira says.

“These plans take into consideration all constraints imposed by the dynamics of any complex train operation and fully comply with customer quality standards and safety rules.”

The system is already in place at several railroad operating centres worldwide, including Australia, where the solution is used by mining powerhouse Rio Tinto to provide effective planning of the company’s freight trains.

In the railroad’s operation centre, train controllers use our solution to plan the train circulation and have a great visibility of what’s coming in the next hours or days,” Oliveira says.

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“It’s also possible to apply restrictions to the plan — track blocks, speed restrictions, mandatory movements, high priority trains, trains’ dependencies — to simulate and validate the planned circulation.”

The company also operates internationally in territories such as Argentina, Chile and Canada, and has received significant government support in the domestic Brazilian market from the São Paulo Research Foundation (FAPESP, Fundação de Amparo à Pesquisa de Estad de São Paulo) and Studies and Projects Financing Agency (FINEP, Financiadora de Estudos e Projetos).

The collaboration took place over three phases: concept, development and marketing, resulting in the successful rollout of the RMP product.

“Our partnerships with FAPESP and FINEP have served to successfully evolve and commercialise Rail Movement Planner,” says Carlos Carneiro, RMP vice president. “We also have another important partnership with the State University of Campinas, one of the best Brazilian universities. This partnership allows RMP access to brilliant human resources and cutting-edge researchers.”

RMP uses three levels of optimisation that are suited to different levels of train planning.

The first level of optimisation is the Basic Engine, which is built to address around 95 per cent of railroad planning issues, according to RMP, taking factors such as network topology, train specifics and basic operating rules into account.

“Basic Engine uses a meta-heuristic algorithm that is very effective and fast, with a typical response time of around five to 10 seconds” Daniel Oshiro, RMP project manager explains.

Adaptive Engine, the second optimisation level, is purely heuristicbased design capable of accommodating algorithms written in Java or Drools. It is intended to solve issues that cannot be properly solved by Basic Engine. Examples of this can include issues introduced through the specific idiosyncrasies and preferences of train controllers, or other special operational rules not otherwise

covered by Basic Engine implementation.

The third level of optimisation refers to RMP’s Meta Planning Engine (MPE).

Indeed, MPE is a powerful software optimisation architecture that allows RMP to run in parallel to several instances of the Basic Engine to address complex network issues. MPE also encompasses an Artificial Intelligence (AI) evaluator to select the optimal plan for users.

“The RMP integration layer encompasses mechanisms to provide and consume services, message mediation, service orchestration, service governance, business process management and service monitoring across all three optimisation levels,” Oshiro says.

“RMP is scalable, expandable and was designed to fit any size of railroad operation.”

It also includes support for exploratory data analysis (EDA), model-driven architecture (MDA), and other enterprise integration patterns. It also provides support for industry standards such as WS-*, representational state transfer (REST), and other binary and nonbinary protocols. Quality of Service (QoS) capabilities such as security, reliable messaging and throttling are also built into RPM. To ensure RMP runs as effectively as possible, round-the-clock services support and comprehensive user training are also available. Training is provided for managerial groups, train control groups, IT and other key users.

The managerial training is attended by managers and operation coordinators and focuses on introducing system support philosophies, basic architecture and functionalities to management.

Training for train control groups discusses system usability and how to generate effective train circulation plans.

IT and key user training is an advanced course that focuses on highlevel system functionalities, database maintenance and troubleshooting techniques for end users.

Overall, RMP is confident that it will continue to make a name for itself in the industry, even if the name itself has changed.

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SAFETY & ASSURANCE

Driving efficiency and productivity through safety A message from the Rail Industry Safety & Standards Board.

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rail industry is embracing new ideas and innovations. This was highlighted at RISSB’s first Technology and Innovation Conference which was held in Sydney in June. The conference was a fantastic learning and networking opportunity, affording rail professionals the opportunity to broaden their professional networks and at the same time gain a better understanding of what technology is currently available to the rail industry and how it can be introduced into a multitude of work environments.

With new technologies there are risks that must be managed including those linked to harmonisation and interoperability. The work RISSB is doing in relation to train control is an example of trying to make sure industry works together and ensures we don’t repeat the multiple gauge issue in Australia.

Over the next few months, RISSB’s focus is well and truly on the future with two

PHOTOGRAPHY CREDIT: RAIL GALLERY

AFETY MUST ALWAYS BE THE highest priority in the rail industry.

It has a focus with Rail Safety Week and as an industry, we must continue to encourage people to think and act safely in and around the rail network.

It’s no coincidence that improving rail safety is the top priority at RISSB. We deliver products and services that drive safety and harmonisation in the rail industry across the nation, and we help our members better manage their risks by providing the right tools in the form of Australian Standards, Guidelines, Codes of Practice and of course Australia’s own Australian Rail Risk Model (ARRM). RISSB also co-ordinates, on behalf of industry, key safety groups including the Safety Managers Group, the SPAD Group and the Chief Medical Officers Council.

New technology to drive efficiency and improve productivity is exciting and the

events that will help rail stakeholders better understand how to not only avoid safety incidents and service disruptions caused by cyberattacks, but get a better understanding of new technologies in the rail industry.

This month we’ll continue to explore how the fourth industrial revolution is affecting the rail industry during our third annual Rail Cyber Security Conference.

The conference will feature a series of highly educational and engaging presentations by some of industry’s leading experts in cyber security and rail safety.

In October, innovation, technology and risk management will all be on the agenda at the 2019 International Railway Safety Council (IRSC) Conference in Perth. The theme of this year’s conference is Innovation and Technology: Changing the Future of Rail Safety. Delegates will join expert speakers from Australia and overseas to share ideas and develop an understanding of the role all stakeholders can play in improving industry’s safety record.

The safe operation of Australia’s railways relies on constant clear communication. Earlier this year, RISSB expanded its relationship with training company CERT, launching its Safety Critical Communications training course. Based on RISSB’s Safety Critical Communications Guideline, the course is designed to help attendees acquire the skills and knowledge required to apply effective, accurate and concise safety critical information using standard phrasing. RISSB’s next two-day course will be held in Melbourne on 29 - 30 January 2020.

During Rail Safety Week and beyond, RISSB is looking forward to finding out how we can all work together to make all rail networks safer.

Innovation is on the agenda for RISSB at this year’s IRSC Conference in Perth.

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INDUSTRY ASSOCIATIONS

NZ Rail a hit, National Transport Reforms and more from ARA In his monthly column, Australasian Railway Association CEO Danny Broad discusses current activities of the ARA.

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ARA CEO Danny Broad.

S A TIMELY REMINDER OF WHY WE are the Australasian Railway Association, over 250 delegates from New Zealand and Australia met in Auckland in June for the two–day 2019 New Zealand Rail Conference.

New Zealand Government Ministers The Hon Phil Twyford and The Hon Shane Jones outlined the Government’s commitment to restore rail to a key role in transport planning and economic development, with a $1b funding boost in the 2019 Budget. The funding was earmarked to renew a range of rail services after many years of underfunding of rail.

It was refreshing to hear such clear and unambiguous support for the rail sector Government Ministers.

Senior officials from The Ministry of Transport and KiwiRail then foreshadowed a 10year rail plan that will be launched later this year.

The conference discussed the critical role rail plays in supporting New Zealand’s key industries: dairy and forestry, its contribution to realising New Zealand’s zero-emissions target by 2050 and heard updates on significant rail projects- Auckland Metro, Auckland Light Rail and Northland.

A great sign for the future of the industry was the strong rollup of about 120 Young Rail Professionals and potential employees at a forum the night before the Conference.

The Conference showed the many similarities between our industries in both countries.

Submission on National Transport Reforms Following considerable member engagement, including meetings in four states, the ARA finalised its submission to the Productivity Commissions’ Inquiry on National Transport Regulatory Reform.

The submission notes that while national transport reforms have led to some improvements

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in the rail regulatory regime, much more needs to be done to achieve the full benefits of reform.

Jurisdictional differences continue to thwart the achievement of the full benefits of national reform.

In some states, prescriptive regulations increase compliance costs with no proven safety benefit.

Deloitte modelling confirms that NSW and Queensland state-based rules that limit train driver working hours are at odds with the rest of the country. They create significant productivity losses and add unnecessary red tape, with no identified increase in safety.

The NSW-specific drug and alcohol requirements also add compliance costs, and negatively affect productivity by limiting an operator’s flexibility to manage drug and alcohol risks.

These productivity losses impact the rail freight sector’s ability to compete with heavy vehicles that have much greater flexibility in the hours they can drive, and less stringent drug and alcohol testing requirements. This inhibits our sector’s ability to compete on a level playing field.

The Productivity Commission can play an important role in identifying how differences can best be resolved.

For the full benefits of the Rail Safety National Law to be achieved, governments must give renewed emphasis to national consistency of approach, through structural reform to devolve appropriate power to the national regulator to enable the regulator to focus its effort on key risks.

Rail Accessibility Forum

The ARA’s Accessibility Working Group (AWG) coordinates the industry’s activities in relation to disability access in rail.

Australian passenger rail operators take a holistic approach to improve accessibility, supporting investments with an array of programs. Each operator employs staff dedicated

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to improving the accessibility of their networks.

These teams are committed to continuous improvement, advise their organisations and colleagues on accessibility, roll-out a variety of accessibility-minded programs and consult with the disability sector to ensure improvement programs are developed in collaboration with those with a disability and their representative organisations.

To improve awareness of rail initiatives and to establish dialogue, ARA is holding an inaugural Accessibility Forum in Melbourne on 13 August. The event aims to bring together people with disability and their representative organisations; the Commonwealth, State and Territory Government representatives; the rail industry and other key stakeholders to discuss the journey Australian train and tram networks are on to improve the accessibility of their networks.

The theme for this Forum is “A journey together to accessible rail in Australia”.

The ARA and members of the AWG are involved in the modernisation of the Disability Standards for Accessible Public Transport (DSAPT).

The industry believes the objective of modernising the DSAPT should be to focus on the outcome sought; enabling people with disability to travel by public transport, rather than prescriptive standards which can hinder innovation.

Heavy and light rail, buses, and ferries each have very different operating requirements and therefore their abilities to physically comply with standards differ. Establishing mode-specific elements within the DSAPT would be a practical solution to address and reflect the different operating environments of different modes of

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public transport and will assist in making the requirements more applicable.

In agreeing to modernise the DSAPT, the Commonwealth Government agreed to ‘include research on the technical issues’. As this work was yet to occur in rail and to constructively contribute to this critical project, the ARA engaged the Institute of Railway Technology at Monash University to conduct a desk-top engineeringbased review of the DSAPT. The overarching recommendation of that review to move to an outcomes-based standard that allows greater innovation and flexibility.

More than 250 delegates attended the NZ Rail Conference in Auckland.

SmartRail

On 7th August, ARA will hold the first meeting of the Smart Rail Executive Steering Committee.

The Smart Rail report, released earlier this year, captures a long-term vision to support and integrate digital and telecommunications technologies in the Australasian rail environment.

The Committee has been established to oversee industry’s implementation of initiatives, actions and projects proposed under the Smart Rail Rout Map and to provide a forum for ARA members to collaborate to better adopt and keep pace with digital and telecommunication technologies.

The Committee provides strong industry leadership to encourage widespread industry buy-in of the Smart Rail Route Map’s actions and initiatives, and will act as a senior decisionmaking body with respect to the direction of the Smart Rail Route Map to support its successful implementation across the Australian rail industry.

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INDUSTRY ASSOCIATIONS

History must not repeat with Inland Rail In his monthly column, Australian Logistics Council CEO Kirk Coningham discusses the hurdles challenging one of the most important infrastructure projects in Australian history: Inland Rail.

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UPPOSE AN INFRASTRUCTURE project had been identified as a priority

by Infrastructure Australia, and was also supported with significant investment from the Federal Government. Suppose further that contracts had been signed, and construction work was underway.

In an ideal world, that would be sufficient to guarantee the project’s completion within the agreed timeframe and adhering to agreed routes.

Yet the unfortunate experience with some significant freight transport infrastructure projects in Australia over recent times has shown this outcome cannot be taken for granted.

Case in point – the Perth Freight Link (sometimes referred to as Roe 8) in Western Australia.

This major road project was intended to alleviate significant congestion on a key Perth metropolitan freight route, and address poor access to Fremantle port and other strategic industrial areas.

The project had been nominated as a high priority project by Infrastructure Australia, and was also supported with significant investment from the Federal Government. Contracts had been signed, and construction work was underway.

However, it also attracted trenchant opposition from some local residents and environmental activists. The campaign waged by these groups succeeded in persuading the then-State Opposition to oppose the project. When the opposition won the subsequent election, the project was abandoned.

Sadly, this is not an isolated case.

In late 2014, the incumbent Victorian State Government had committed to building Melbourne’s East-West Link, to alleviate significant congestion in the passenger and freight traffic network. As in the case of the Perth Freight Link, Infrastructure Australia had verified the project’s economic value, contracts had been signed and the Federal Government had made a significant financial commitment.

Yet, consistent opposition from activist groups and local residents persuaded the then-Opposition

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that the better electoral bet was to oppose the project. They did so – and upon winning office, immediately abandoned the project.

It is worrying to think that some of these same patterns could start to impact the Inland Rail project, with local farmers and residents in some locations seeking to alter the alignment, and the Queensland State Government still not signed up to an Intergovernmental Agreement allowing work on the project to proceed in Queensland.

Australia’s ability to meet a growing freight task into the future – and the capacity of Australian households and businesses to obtain their goods efficiently – will depend on the infrastructure investments we make, and commit to, today.

Of course, the delivery of significant infrastructure projects like Inland Rail are complex undertakings that require careful negotiation. But experience has shown these issues can be worked through.

With the state governments of both Victoria and New South Wales having already signed up, it is critically important that Queensland soon does likewise, so that freight operators and regional communities have the certainty they need to plan for their future.

Australian Logistics Council CEO Kirk Coningham.

Infrastructure investments will be critical to managing our future freight task.

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INDUSTRY ASSOCIATIONS

RTAA awards 2019 Frank Franklyn Young Rail Specialist The winner of the RTAA 2019 Frank Franklyn Young Rail Specialist Award was announced at the Australasian Rail Industry Awards (ARIAs) in Sydney on July 11, with more than 500 people from industry attending.

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HE ARIAS RECOGNISE OUTSTANDING achievements by individuals and organisations within the sector in Australia and New Zealand.

Simon Lehman, Senior Signalling Project Engineer with John Holland was announced the winner of the Frank Franklyn Young Rail Specialist Award. Brooke Shaw, Specialist Rail Operations at Roy Hill took out the Runner-Up Award and Cong Qui, Senior Materials and Track Engineer at the Institute of Railway Technology received the Highly Commended Award.

Simon receives a travel grant of up to $10,000 to attend an international rail conference/exhibition, three years free personal membership of the RTAA as well as the opportunity to sit on the management committee for the next 12 months.

Brooke receives a travel grant up to the value of $2,000. Cong receives $1,000 towards travel to attend a railway conference in Australia or overseas.

The Award, now in its 11th year, is aimed at recognising excellence and applied innovation, encouraging the contribution of young people in rail. Eligible employees may be a specialist in railway infrastructure and not necessarily an engineer. The award is open to individuals who are under the age of 35 and are either employees of current corporate RTAA member or are a personal member of the RTAA. The Frank Franklyn Award was named after the late Francis Gustave Franklyn, born in Lismore in 1911. Frank began his career in the railways as a cadet draftsman and over a career spanning 47 years he achieved the role of General Manager, Way and Works Branch, Public Transport Commission of NSW (more recently known as the Chief Civil Engineer).

In 1979 Frank was elected as Vice President of the RTAA which he held until 1987. He continued to attend Council meetings until 1990 when he officially retired from the association.

Congratulations to our winners!

Past winners of the award include: • 2018: Andrew Kelly, CPB • 2017: James Donovan, Metro Trains Melbourne • 2016: Paul Trask, Coleman Rail • 2015: Hassan Boussi, Sydney Trains • 2014: Thomas Kerr, Sydney Trains • 2013: Andrew Bressanutti, John Holland Rail For further information in the award, go to: www.rtaa.org.au/ services/frank-franklynyoung-rail-specialistaward.html Follow the RTAA on social media to stay tuned for further information on our activities in 2019!

Twitter: @RailTAA LinkedIn: Rail Track Association Australia – RTAA Facebook: RailTAA

Simon Lehman was awarded the 2019 Frank Franklyn Young Rail Specialist Award.

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