Rail Express Issue 6 - 2018

AusRAIL 2019 Edition

ISSUE 6 | 2018

On the move Bombardier’s new boss on the company’s fresh approach

New minister for ‘congestion busting’ PAGE 10

Certification, Training & Workforce feature PAGE 35

Public transport in outer suburbs PAGE 45

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ISSUE 06

|

2018 CONTENTS

04

From the Editor

06

From the ARA

08

News Up Front

ROLLINGSTOCK & MANUFACTURING 06 60

26

Bombardier’s Brown on renewed focus

33

BMT talks window impact testing

CERTIFICATION, TRAINING & WORKFORCE 35

Quantifying rail’s skills challenge

40

CQUniversity’s Crash Lab key to investigation training

41

CERT continues to expand footprint

42

Competency Australia driving signalling knowledge

MAJOR PROJECTS & ENGINEERING

26 53

43

TEARC funding redirected to port projects

45

Infrastructure Australia on PT for outer suburbs

48

RMCRC project focused on assembly automation

SAFETY & MAJOR INCIDENTS

50

50

NZ level crossing overhaul

51

Lessons learned from Wellington incident

OPERATIONS & MAINTENANCE

70

53

GS1 readies for Project i-TRACE in 2019

55

Frequentis improving control room efficiency

59

Pilz pushing industrial automation tech into rail

PRODUCTS & TECHNOLOGY 60 Boral’s Railpave offering stability in below- rail structures 63

COVER STORY AusRAIL 2019 Edition

Bombardier’s new boss on the company’s fresh approach

Certification, Training & Workforce feature PAGE 35

65 Plasser digitisation adding new dimension to maintenance

ISSUE 6 | 2018

On the move

Special Feature: New minister for ‘congestion busting’ PAGE 10

Infastech’s providing a better fastening solution

Public transport in outer suburbs PAGE 45

Bombardier Transportation Australia’s new managing director Paul Brown spoke with Rail Express about his plans for the business, how he sees the local market, and cutting through the noise around QNGR.

66 Melvelle’s rapid deployment trolley getting global interest 67

tm stagetec systems on show at AusRAIL

68 DPW Plant Hire automates compliance with Assignar 69 Pandrol manufacturing rail fastening systems Down Under

PAGE 26

RAIL EXPRESS | ISSUE 6 2018

3

From the editor

Published by:

Oliver Probert Editor - Rail Express

Skills gap in focus at AusRAIL

S

INCE ITS INCEPTION AUSRAIL has been a great opportunity for the minds and businesses driving rail in Australasia to come together, for the betterment of the industry.

The rail industry’s workforce has always been part of the discourse at AusRAIL, but in recent years it’s clear the subject has shifted more squarely into the spotlight of this annual event. Driven by the Australasian Railway Association, initiatives like the Future Leaders Program, Pitching Competition and Next Generation Conference Scholarship demonstrate this increased awareness in the minds of rail leaders.

It’s easy to see why: Given the massive pipeline for new rail infrastructure, rollingstock and maintenance work in Australia and New Zealand, it’s clear the engineering, manufacturing and construction workforce must be bolstered for the future.

This AusRAIL 2019 edition of Rail Express includes a special feature on Certification, Training & Workforce, highlighted by our report into the skills challenge facing the sector.

The report, on page 35, discusses Australian Industry Standards’ recent study into the skills gap, and what is being done to address it.

Currently, only 11 per cent of the Australian rail workforce is under 30. Between 2006 and 2016, the share of workers over 40 grew 1.4 per cent.

ABOVE: InnoTrans took place in Berlin in September

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ISSUE 6 2018 | RAIL EXPRESS

As part of the special feature we also had a chance to catch up with leaders from key training organisations around Australia, who will be responsible for guiding the next generation of rail workers.

InnoTrans shows Australia to the world

I was grateful to be one of the many Australian delegates to the massive InnoTrans event in Berlin in September.

AusRAIL is a large event in its own right, but InnoTrans is quite literally AusRAIL on a global scale. Among the more than 3,000 exhibitors were 13 from Australia, along with the Australian Industry Stand, an initiative of the ARA, Austrade and the Victorian and NSW Governments, which represented another 37 Australian companies.

ARA boss Danny Broad was of course part of the delegation, and he offers his thoughts on the trip on page 6.

InnoTrans was confirmation of the global reach not only of Australian rail businesses, but of Australian rail ideas. Many of the Australian businesses represented at the event work in the research, development and technology subsets of the rail sector, and there is an intense focus from many around the world on how the Australasian rail sector continues to innovate.

There is, of course, no better place to observe this incredible level of innovation than at AusRAIL. Every stand features new technology, the plenary conference sessions offer a great opportunity for discourse, and five technical streams will go in-depth with new ideas and case studies from around the region.

I’m certainly looking forward to a busy few days at AusRAIL, as we prepare our first stories for 2019. I’d encourage all those involved in the rail sector to get in touch with the team at Rail Express to talk about how we can get your ideas, technology and innovation in front of your customers. 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 Brad Buchanan E: brad.buchanan@primecreative.com.au Editor Oliver Probert E: oliver.probert@primecreative.com.au Journalist David Loneragan E: david.loneragan@primecreative.com.au Business Development Manager Ben 0’Brien T: 0427 270 774 E: ben.obrien@primecreative.com.au Client Success Manager Natasha Shekar E: natasha.shekar@primecreative.com.au Art Director Michelle Weston E: michelle.weston@primecreative.com.au Design Blake Storey, Kerry Pert, Madeline McCarty Subscripions Gordon Watson T: 03 9690 8766 E: gordon.watson@primecreative.com.au

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

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ARA COLUMN

If you build it, they will come: Australia visits the world’s largest rail trade fair Australasian Railway Association chief executive Danny Broad discusses the Australian delegation’s trip to Innotrans 2018, which took place in Berlin in September.

I

N THE HOLLYWOOD MOVIE Field of Dreams, the farmer played

by Kevin Costner hears a voice from above: “If you build it, they will come”.

The same words could be said for Innotrans, which since its fairly humble beginnings in 1996 has grown into the leading international trade fair for rail transport technology.

Taking place every two years in Berlin, Innotrans has grown to cover an area of 112ha, attracting 145,000 trade visitors from more than 140 countries, with over 3,000 exhibitors from 60 countries and an outdoor display featuring many innovative vehicles.

It is, without doubt, the most significant and important trade fair on the international rail calendar. For any rail company with international aspirations for their products, services or technology, Innotrans is a must attend event.

The Australasian Railway Association (ARA), in partnership with Austrade and the Victorian and NSW Governments, led the largest rail industry delegation from Australia to attend Innotrans, which was held from 18 September to 21 September 2018.

The Australian delegation included

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ISSUE 6 2018 | RAIL EXPRESS

Credit: Innotrans

145,000 trade visitors flocked to InnoTrans in Berlin in September.

37 exhibiting companies, the four partner bodies and almost 100 delegates who were based at the Australian Stand to display Australia’s innovative railway technologies and capabilities. An additional 12 Australian companies exhibited at InnoTrans on their own stands.

The week prior to InnoTrans was a targeted mission to the UK, Switzerland and Germany arranged by the Victorian government to meet with various rolling stock providers who may tender for forthcoming Victorian contracts. This mission group also had a number of SME suppliers who were introduced to the offshore manufacturers as potential partners to meet Victorian local content requirements.

The Berlin program started on Monday 17 September with a behind the scenes look at the Berlin main railway station and control centre, followed by a visit to Bombardier’s manufacturing facility at Henningsdorf. The major networking event held on the Monday evening was a welcome reception hosted by Ambassador Lynette Wood at the Australian Embassy. This investor-focused event enabled investors to meet and network with the Australian rail delegation.

Danny Broad

The four days of Innotrans were a mix of targeted networking opportunities at the Australian Stand and at both international customer and supplier stands. Meetings were held with international rail industry associations, and various European, Russian, South American, German, Indian, Canadian, Asian and African rail organisations. Our delegates also viewed many of 3,000+ exhibitors stands and the large display of rolling-stock on the site’s dedicated 3.5km of rail tracks.

While in the UK, the ARA used the opportunity to meet with the UK’s Rail Industry Association (RIA), with whom we agreed to develop a Memorandum of Understanding on behalf of our various memberships.

This agreement will see both organisations working closer together to promote supply opportunities and will help to underpin a stronger relationship benefiting the rail supply industries in both countries.

The ARA acknowledges the enthusiastic support received from our partners Austrade, the Victorian government, the NSW government, and our sponsors Downer, John Holland, MTA and TTG Transportation Technology.

I encourage you to consider putting Innotrans 2020 (22nd – 25th September 2020) in your diaries now!

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NEWS

NATIONAL

Aurizon sells Queensland Intermodal to Linfox THE AUSTRALIAN COMPETITION & Consumer Commission (ACCC) will not block the sale of Aurizon’s Queensland Intermodal business to logistics firm Linfox. Aurizon will sell its Queensland Intermodal business to Linfox for $7.3 million.

Aurizon’s initial plans were to sell the business to a partnership of Pacific National and Linfox, but the ACCC blocked that sale in July.

On October 12, ACCC chair Rod Sims said the sale of the business to Linfox alone would not be challenged by the competition watchdog, as it did not believe it will reduce competition.

“Linfox’s operations in Queensland are relatively limited, and the transaction will mean there will remain two intermodal rail line-haul providers in Queensland, which is a good outcome for rail competition and Queenslanders,” Sims said.

if the Aurizon [Queensland Intermodal] business had closed.”

Linfox Logistics chief executive Mark Mazurek said the company aimed to provide a “new and compelling” option for businesses moving freight in and out of North Queensland.

“We understand the strategic importance of this region and the entry of Linfox with our safe, secure and compliant logistics services will unlock significant value for our current and future customers,” Mazurek said.

Aurizon had previously announced that it would shut the Queensland intermodal business if it couldn’t progress the earlier transaction proposal involving Pacific National.

The ACCC litigation concerning the sale of Acacia Ridge Rail Terminal to Pacific National and Aurizon’s intermodal sale process is continuing.

Linfox will acquire freight forwarding and pick-up-and-delivery assets, rail wagons, customer contracts, and terminal access in the move.

Aurizon and Linfox also announced a separate 10-year take-or-pay deal between Linfox and Aurizon’s Bulk business, which will provide rail linehaul services and some terminal services to Linfox using Aurizon locomotives and employees.

Roughly 190 existing Aurizon employees will move to Linfox.

Linfox executive chairman Peter Fox said the company was proud to be making a strategic investment in Australia.

“This significant acquisition will strengthen the Linfox network and increase competition in the Queensland logistics market,” Fox said.

“It will also bring certainty to Aurizon staff, regional communities and customers that would have been impacted

Aurizon to press on with Acacia Ridge sale

8

ISSUE 6 2018 | RAIL EXPRESS

lifting an interlocutory injunction it placed on Aurizon when the ACCC brought its case.

The ACCC compelled the court to grant the injunction after Aurizon said it would close the business if its initial sale plan was blocked.

“The ACCC did not consider that Aurizon’s shut-down plans were rational given there were other options,” Sims said.

“The sale of the Queensland intermodal business demonstrates why the ACCC must always question claims that businesses will be shut if we don’t approve a merger.”

ACCC chairman Rod Sims in July alleged Aurizon had alternatives to selling to Pacific National “that would have been more competitive”.

“The ACCC is aware of at least one alternative purchaser that is willing and able to acquire Aurizon’s entire remaining intermodal business,” Sims said.

Aurizon on Friday said Linfox was “the only standalone, binding bid” for the Queensland Intermodal business.

Aurizon said last year it wanted to get out of the intermodal sector, and focus on its bulk and below rail businesses.

Credit: Rail Gallery

THE LINFOX DEAL CAME MORE than a year after Aurizon said it would sell the business to a partnership of Linfox and Aurizon’s primary competitor, Pacific National.

The ACCC launched court action over the sale in July 2018.

The ACCC’s case, which is before the Federal Court, alleges Aurizon and Pacific National conspired to stifle new entrants into the local intermodal rail market when they agreed to the sale.

Aurizon says it will continue to push for the other half of that deal, which is the $205 million sale of its Acacia Ridge intermodal terminal to Pacific National.

“Aurizon and Pacific National will continue to seek clearance of the $205 million sale of the Acacia Ridge terminal through the Federal Court proceedings scheduled to be heard on 19 November 2018,” Aurizon said on October 12.

The sale of Queensland Intermodal to Linfox is subject to the Federal Court

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NEWS

NATIONAL

Tudge lays out congestion-busting plan for migration, spending CITIES AND POPULATION MINISTER Alan Tudge has announced a four-point plan to bust congestion in major cities, which would include strict visa conditions requiring some new migrants to stay away from major cities for their first few years in the country.

In a speech to the Menzies Research Centre in Melbourne on October 10, Tudge asserted it was “a fact of life that as cities become larger they get more congested”.

He also pointed to Government figures showing net overseas migration represented 60 percent of population growth over the last decade.

“There was a step change increase in population growth from 2007 under the Rudd Government, almost entirely driven by lifting the immigration rate,” he said.

“As an immigration nation, we have had periods of rapid growth since European settlement, but our current growth rate has only been surpassed by a brief period in the 1920s … and during the ‘populate or perish’ period immediately following World War II.” Tudge said net overseas migration has contributed 64 percent of population growth in Melbourne over the last year, and 84 percent in Sydney.

He said these points more than justified Morrison’s decision to create a joint cities and population portfolio as part of his first Ministry in August.

Tudge also looked to quash the notion that city growth could be managed by more infrastructure spending alone.

“There was insufficient infrastructure built in the early 2000s, particularly in Melbourne and Sydney, to cater for forecast growth, let alone the actual growth,” he said.

“All government expenditure on infrastructure has increased markedly— greatly assisted by the federal Coalition in the last five years—but ... it has typically lagged population growth by a few years.

“When the population has already grown before the infrastructure is put in place, the cost of building the roads and rail escalates.

Consequently, we get fewer miles built from our infrastructure buck.”

The solution now offered by Scott Morrison’s new ‘congestion-busting’ minister comes in four parts.

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ISSUE 6 2018 | RAIL EXPRESS

The first is already announced: A $75 billion, ten-year spending program on road and rail projects in major cities.

The second is for more spending to address ‘local congestion pinch-points’ – smaller projects to cut down on the number of local bottlenecks that often delay commuters on the first or last mile of their trip.

“Third,” Tudge explained, “we aim to ease the population pressure off the three big cities and more rapidly grow the smaller states and regions.

“One of the ways we can do this is through directing new migrants to smaller states or regions. Matching the skills of new migrants with the skill shortages in rural and regional Australia will be key to the success of this approach.

“We are working on measures to have more new arrivals go to the smaller states and regions and require them to be there for at least a few years. In that time, the evidence

suggests that many will make it their home for the long term.”

Tudge said fast-rail solutions being investigated along the east coast would potentially link cities to regional areas with faster, more reliable connections.

The fourth and final element of the Government’s plan is to develop a “population planning framework”.

“One of the challenges of our federation is that the primary population levers are set at the federal level, while the states have the primary responsibility for implementing the transport infrastructure and government services to cater for the growth,” Tudge said.

“We need a better planning framework that can better join the two together. This will involve engagement with the states on a more regular and systemic basis to determine population objectives for each region and better aligning federal and state infrastructure expenditure to support these objectives.”

Australia’s new minister for ‘congestion busting’, Alan Tudge, speaking to the media in November.

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NATIONAL

NEWS

Tudge and PM Scott Morrison inspecting the new Waratah trains facility in Auburn.

Albanese says focus should stay on transport investment Shadow cities and infrastructure minister Anthony Albanese questioned the fourpoint plan, saying the Coalition had a poor track record funding public transport projects, which are the real solution to busting congestion.

“I find it somewhat ironic that [the Coalition] … has discovered the issue of urban congestion,” Albanese said.

“When it came into office, [it] cut funding for the Brisbane Cross River Rail Project which it still refuses to fund; for Melbourne Metro, which it still refuses to fund; and hasn’t funded any public transport projects in Sydney of any significance,” Albanese said.

“We’re still waiting for a funding announcement about Western Sydney Rail through Badgerys Creek.

“What we know is that the key to dealing with urban congestion is public transport.”

Labor is suggesting a bipartisan approach to congestion management.

“Establish a bipartisan committee of experts, which are agreed on by the Prime Minister and the Leader of the Opposition.

Six people we have suggested, but we’re flexible about that, with a chairperson, an eminent person, who can have a debate free of politics,” Albanese said.

“The offer remains open to Scott Morrison to show some maturity as the Prime Minister. And I think that would be welcomed by the Australian public.”

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Tudge made intentions clear in September

Shortly after being appointed Scott Morrison’s so-called “minister for congestion busting,” Tudge hit the airwaves to float his plan to force migrants on working visas into rural areas and small cities.

Tudge in September told Sydney’s 2GB Radio host John Stanley the government “taking a good, close look” at how to get more immigrants to move into rural areas.

“We’ve got three very fast growing, big capital cities in Melbourne, Sydney and south east Queensland around Brisbane and yet the rest of Australia is growing quite slowly and often there are places which are actually crying out for more people,” he said.

“The challenge for us is how do we get a better distribution of the population growth so that instead of everybody coming to those three big capitals, they’re more evenly going across the country.

“One of the levers of course that we do have is in relation to migration and we’re looking at whether or not we can create further incentives and indeed then further conditions upon new migrants to go to the smaller states, the smaller capitals or indeed to regional areas for at least a few years where hopefully they’ll make it their home.”

Tudge’s comments came after a poll commissioned by the Sydney Morning Herald suggested 63% of

Sydneysiders would like to see migrant numbers restricted, and 50% oppose more development in Sydney to accommodate growth.

Tudge clarified in his interview that “when you’re a citizen you can live wherever you like,” but suggested working visas could include conditions like living location.

He said a migrant worker could, for example, be told they must stay in South Australia for a few years, “and then hopefully during that time they actually grow to love South Australia, they stay there, they work there, their kids go to the local school, they join the community and that would then help South Australia to grow and take a bit of pressure off Melbourne, Sydney, and south east Queensland”.

Tudge said South Australia’s population grew by 10,000 in 2017, and compared it to Melbourne, where he says population grew by 10,000 every 25 days.

He said both South Australian premier Steve Marshall and Northern Territory chief minister Michael Gunner were keen to grow their respective regions.

“We want to work with [them], and same in regional parts of Australia, where sometimes they can’t get a warm body to do the job,” Tudge said.

“There’s real opportunities here to take the pressure off the big capitals and support the growth of the smaller states and the regional area.”

RAIL EXPRESS | ISSUE 6 2018

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NEWS

NSW

Sydney Metro chief appointed delivery, and the management of complex multimodal transport systems run by private operators, makes him ideally suited to lead Sydney Metro.”

As the CEO of Transport for Greater Manchester since 2013, Lamonte has been responsible for delivering the UK’s largest transport capital program outside of London.

This has included expansion of the public transport network, smart ticketing solutions and a range of new interchanges.

Lamonte was previously CEO of Tube Lines, a Private Public Partnership company responsible for the upgrading of three lines on the London Underground.

Before working in transport, Lamonte was in the Royal Air Force (RAF), attaining the rank of Vice-Air Marshal.

“During his military service, Jon was in charge of the largest RAF base in the UK with his responsibilities including operations, aircraft fleet and training, in addition to developing a 10 year capital investment program in equipment and

Credit: TfNSW

THE NSW GOVERNMENT HAS appointed a chief executive for the Sydney Metro authority, the entity delivering new rail lines and stations in Sydney’s northwest, CBD, southwest and west.

Jon Lamonte, currently chief executive of Transport for Greater Manchester, was scheduled to begin as Sydney Metro CEO late in 2018.

Sydney Metro is an operating agency established via legislation by the NSW Government in July. Part of the NSW Transport cluster, it’s tasked with working across government to lead the delivery of Sydney Metro Northwest, Sydney Metro CBD & Southwest, Sydney Metro West, and the future rail line to Western Sydney Airport.

“As the Chief Executive of Sydney Metro, Jon will be responsible for delivering a world-class metro railway service for customers,” state transport minister Andrew Constance said.

“Jon’s experience leading customerfocused organisations in infrastructure

The Sydney Metro authority will oversee at least three major underground metro builds.

infrastructure and leading strategic reviews of the Royal Navy,” Constance said.

Sydney Metro Northwest opens in the second quarter of 2019.

Sydney Metro CBD & Southwest will then extend this line into the CBD and beyond to Bankstown, thus creating a 66-kilometre line with 31 new stations, to be opened in 2024.

Sydney Metro West will link the Sydney CBD and Parramatta CBD with another new rail line.

The railway to service the future Western Sydney Airport will also fall under the Sydney Metro delivery authority.

Martin Place construction deal Artist’s impression of the south and north towers viewed from Elizabeth Street and looking towards Hunter Street.

Graphic: Macquarie

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THE NSW GOVERNMENT IN September awarded a contract to build Sydney’s first integrated metro station development at Martin Place to Macquarie Group.

The $378.6 million deal is expected to transform Martin Place into a modern railway station incorporating the existing station and the new Sydney Metro platforms, with a landmark integrated transport development above it.

Under the deal, the government is getting $355 million from Macquarie for the air rights above the new metro station.

In return, Macquarie will deliver new commercial buildings, pedestrian connections and retail space.

The metro station will be owned by the NSW Government.

The state said Macquarie’s unsolicited proposal for the integrated station development was evaluated and found to provide a unique positive outcome for the state.

Macquarie has appointed Lendlease as its design and construction contractor

to deliver the new station, retail space, pedestrian connections and the buildings above the station.

“Sydney Metro tunnel builders John Holland CPB Ghella will excavate the southern site of the station and the twin metro tunnels before handing over to Lendlease to finish construction of the station,” the State Government said.

“Lendlease will be granted early access to the northern site to undertake demolition and excavation work later this year, before station and building construction starts.

“As the new Martin Place Station is built underground, the integrated station development will be able to be built above at the same time. This helps reduce community impacts, and allows for the buildings to be completed close to when Sydney Metro services start in 2024.”

Martin Place is one of five new stations planned to be integrated with the areas around them, under the second Sydney Metro stage, Sydney Metro City & Southwest.

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NEWS

NSW

Contract signed for ParkesNarromine Inland Rail build A $300 MILLION CONSTRUCTION contract has been signed for the Parkes to Narromine section of the Inland Rail project, the first section to be built for the 1,700-kilometre freight rail line.

A joint-venture between BMD Constructions and Fulton Hogan, called INLink, has been selected as the construction contractor for the Parkes to Narromine section, after being named the preferred bidder for the contract in July.

Federal member for Parkes Mark Coulton said that the Government was working with the ARTC and INLink to create local jobs and opportunities for local businesses to work on the project.

“An Australian government project facilitator is working with the ARTC and INLink to open the door for local businesses, communities and job-seekers on the ground to get on board with the opportunities this project presents,” Coulton said.

“Right here in the Parkes electorate there will be local opportunities for concrete supply services, transportation, fencing, earthmoving, drainage, electrical works, concrete works, security and water bore drilling.”

The 106-kilometre Parkes to Narromine section is to utilise existing ARTC operated track.

It will undergo extensive upgrades, including the replacement of bridges and culverts, enhanced level-crossings and three new crossing loops at Goonumbla, Peak Hill, and Timjelly. A new fivekilometre connection to the Broken Hill line west of Parkes is also to be constructed.

Federal finance minister Mathias Cormann said with the beginning of construction works Australia was closer to addressing its long-term freight challenges.

“In New South Wales alone Inland Rail will boost the Gross State Product by $2.6 billion and create around 5,000 direct and indirect jobs during construction and into operation,” Cormann said.

“We are already seeing jobs for regional communities in New South Wales as well as complementary investment in towns along the route, such as the $50 million Parkes National Logistics Hub.”

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ISSUE 6 2018 | RAIL EXPRESS

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NEWS

VIC

Unpacking the Melbourne Airport ‘Super Train’ proposal The investment firm which owns a stake in Melbourne Airport and Southern Cross Station has pitched a $15 billion PPP to the state and federal governments, aiming to start work on a rail line to the airport by 2020.

Credit: AirRail Melbourne

What’s the plan?

A consortium called AirRail Melbourne is proposing a “world-class, fast, reliable and competitive” rail link between Melbourne Airport and the CBD. The plan would turn Sunshine Station into a ‘super hub’ connecting the existing Metro Trains Melbourne network, and the regional network, to the new rail line.

The new line would provide 20-minute travel between the CBD and the Airport, with one-way tickets costing less than $20 “in today’s prices”.

Custom-built trains would include

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ISSUE 6 2018 | RAIL EXPRESS

luggage racks and a high level of accessibility.

Trains to and from the airport would run 24/7, and would depart every 10 minutes at peak periods.

The project would rely on new, dedicated track between Southern Cross Station and Sunshine, and then more new track to the airport.

The dedicated track would also improve travel times for regional passengers to the CBD, and would unlock more frequent, electrified services, and the future development of high speed rail to Geelong.

Who’s pitching this plan?

AirRail Melbourne is a consortium of fund manager IFM Investors, Melbourne Airport, Metro Trains Australia, and Southern Cross Station.

IFM Investors owns, operates and maintains Southern Cross Station under a public private partnership (PPP) with the Victorian Government.

IFM Investors also owns a stake in Australia Pacific Airports Corporation, the privately-held corporation which owns and operates Melbourne Airport.

Metro Trains Australia is the holding

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company of Metro Trains Melbourne, and is a consortium of Hong Kong’s MTR Corporation (60%), John Holland Group (20%) and UGL Rail (20%).

How much would it cost?

Figures released by the consortium equate to a $15 billion PPP; the consortium wants to provide $5 billion to match the $5 billion already committed by the Federal Government, and the $5 billion committed by the Victorian Government.

Why now?

Just four days before AirRail Melbourne made its plans public, the Victorian Government opened the Registration of Interest (RoI) period for those looking to help deliver the Melbourne Airport Rail Link.

The consortium says it can execute its plan and begin construction work by 2020, “two years earlier than currently planned”. The State Government plans to spend roughly 18 months to pick a winning bidder for the contract by 2020, meaning construction wouldn’t begin until 2022.

The state has called for interested designers, engineers, rail systems providers,

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rollingstock providers, investors, financiers, developers and other rail infrastructure providers to take part in the RoI. The RoI announcement followed a recent decision by the Andrews Government to develop a business case for the project.

It also followed the Government’s blockbuster announcement for a Suburban Rail Loop project, which would build a ring of rail connecting each of Metro Trains Melbourne’s suburban corridors.

“If re-elected we’ll build the Melbourne Airport Rail Link and Suburban Rail Loop our state needs,” Premier Daniel Andrews said on September 12.

What are they saying about it?

IFM investors boss Brett Himbury said the ‘Super Train’ plan represented a good opportunity for the seven million Australians whose superannuation funds invest in IFM, to invest in a nation- building project.

“This ‘Super Train’ will help grow the superannuation accounts of millions of Australians through a dependable long-term crucial infrastructure

investment,” Himbury added.

Melbourne Airport chief executive Lyell Strambi said: “As we expand our runways and terminal facilities [over the next 20 years] we also need worldclass linkages between the airport, city and regional Victoria. Our vision is for a seamless passenger experience at the airport, properly integrated between the train carriage and the terminal.”

Acting Metro Trains Australia managing director Leah Waymark said Victorians and visitors would benefit from being able to plan their journey with precision.

“The Melbourne Airport Rail Link is an essential part of an interconnected public transport services for our growing international city,” Waymark added.

Finally, Southern Cross Station chief executive Colin Chanter said the station was uniquely positioned to take part in the project.

“Our design enhances the capacity of Melbourne’s broader rail network from day one, allowing more trans to run more often, and supercharges future upgrades to metro and regional rail lines,” Chanter said.

RAIL EXPRESS | ISSUE 6 2018

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NEWS

QLD

Adani ditches standard gauge plan for Carmichael, will use Aurizon network ADANI HAS SHIFTED TO A NARROW gauge railway plan utilising existing rail infrastructure, in an effort to get its controversial Carmichael coal project off the ground.

The Indian energy company now plans to build 200 kilometres of narrow gauge railway linking the Carmichael site in the Galilee Basin to Aurizon’s existing network.

The original plan was for a dedicated 388-kilometre standard gauge railway to get coal from Carmichael to Adani’s export site at Abbot Point.

Adani’s reformed rail plan is aimed at boosting the Carmichael project’s chances. Graphic: Adani Australia

“

“By connecting to the existing network we can fast-track project delivery, reduce capital expenditure and deliver coal more quickly.”

”

Adani Australia’s mining chief executive Lucas Dow said on September 13 the new plan would reduce capital costs for the rail portion of the project.

“By connecting to the existing network we can fast-track project delivery, reduce capital expenditure and deliver coal more quickly to countries in Asia with growing energy demand,” Dow said from Rockhampton.

The narrow gauge railway would follow the same route as was planned for the standard gauge route. Initial capacity will be 40 million tonnes per annum, to easily cater for Carmichael’s planned 27.5 million tonne production rate.

“We’re 100% committed to getting the Carmichael Project off the ground.

Delivering practical, time efficient and costeffective solutions such as this new

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ISSUE 6 2018 | RAIL EXPRESS

rail design will ensure project benefits are realised as quickly as possible, especially in regional Queensland where people are eager to secure jobs and opportunities for small business,” Dow said.

Adani says it has all the necessary approvals and land access agreements to build the railway.

The new plan is an effort to clear funding obstacles faced by Adani getting Carmichael off the ground.

Adani was last year blocked from accessing $5 billion from the Commonwealth’s Northern Australia Infrastructure Facility, when Queensland Premier Annastacia Palaszczuk said she would veto the move.

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NEWS

QLD

BUSINESSES HAVE BEEN INVITED TO take part in building 130 kilometres of new dual gauge track, 11 passing loops and three rail tunnels for the Gowrie to Kagaru Public Private Partnership (PPP).

The Australian Rail Track Corporation released the Registrations of Interest document for the Gowrie to Kagaru section of Inland Rail on October 4.

The PPP will cover: • a pproximately 130 kilometres of new dual gauge rail track including 11 passing loops to cater to 1,800-metre trains • three tunnels: o a t Toowoomba Range (approximately 6.4 kilometres) o a t Little Liverpool Range (approximately 1.1 kilometres) o a t the Scenic Rim (approximately 1 kilometre) • a number of viaducts and bridges totalling around 12 kilometres • a pproximately 10 million cubic metres of cut to fill in earthworks • a number of road-over-rail grade separations and level crossings n ew roads and realignment of local roads • p erformance of maintenance services over a maintenance phase of 15 to 30 years Inland Rail chief executive Richard Wankmuller called the PPP a “once-in-ageneration” opportunity.

“This is a program of national significance and ARTC is seeking a partner to deliver the most technically-challenging section,” Wankmuller said.

ARTC modelling suggests the PPP will add $7.3 billion to Queensland’s Gross State Product during construction and the first 50 years of operation.

It will employ an estimated 7,000 people during peak construction.

Wankmuller said a PPP model would give the ARTC access to major Australian and multi-national builders and engineers, who will harness innovative design solutions and more efficient construction methods.

“Private sector involvement in the design, build, finance and maintenance of the PPP section of the Inland Rail programme is critical,” Wankmuller said.

“There is leadership in the private sector

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ISSUE 6 2018 | RAIL EXPRESS

Credit: ARTC

Registrations open for Inland Rail PPP

that will deliver innovation and results. There is much we can learn from industry and the PPP will allow us to harness their energy, drive and excellence.”

Wankmuller said the RoI process would allow the ARTC to determine “the likely bidding field” while also indicating to the market the progress being made ahead of the formal Expressions of Interest opening early in 2019.

“This will allow those companies interested in the project to progress discussions with contractors, financiers and advisers,” he said.

Federal infrastructure minister and deputy PM Michael McCormack was on hand in Toowoomba to promote the benefits of the project to regions all along the Inland Rail route.

“I know in the Parkes to Narromine section, in New South Wales, that there’s a lot of small businesses which are now taking part in providing ballast, in providing dirt for the cut and fill,” McCormack told a press conference.

“We heard [about] 10 million cubic metres of cut and fill here in the Gowrie to Kagaru section.

“Back in my Riverina electorate, I know there’s a lot of small businesses which are tapping in, subcontracting to big business, which have put registrations of interest in and got the work.”

Logistics Council welcomes Inland Rail’s private sector involvement The Australian Logistics Council (ALC) said the decision to deliver the project

Deputy Prime Minister Michael McCormack, Inland Rail CEO Richard Wankmuller, and Member for Groom John McVeigh.

with a PPP supported a significant private sector appetite for the work involved, with interim chief executive Lachlan Benson welcoming the news.

“The Gowrie to Kagaru section of the route will be an especially intricate aspect of the Inland Rail, involving 8.9 kilometres of major tunnelling, which will see the largest diameter diesel freight tunnel in the Southern Hemisphere constructed through the Toowoomba Ranges,” Benson said.

“ALC has consistently supported the use of PPPs in the delivery of major infrastructure projects, and the involvement of the private sector together with the Federal Government and the Australian Rail Track Corporation in the construction of Inland Rail is especially welcome.”

Benson said a recent conference hosted by the ALC and the Australasian Railway Association in Parkes showed an enormous appetite among private companies and investors to be a part of the project.

“Partnering with the private sector will help to drive innovations in terms of project delivery, and support further investment in other much-needed freight infrastructure along the route,” he said.

“This includes investment in intermodal terminals, as well as the ultimate delivery of a dedicated freight rail connection from the Inland Rail route right through to the Port of Brisbane.”

The ALC says Inland Rail will be critical to help Australia meet its growing freight task, by alleviating congestion on road transport.

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NEWS

NEW ZEALAND

Joint venture chosen to deliver major City Rail Link contract The alliance aims to develop communities well-connected to public transport.

About the CRL • T he NZ Government says the City Rail Link (CRL) is the largest transport infrastructure project ever to be undertaken in the country.

• I t is designed to at least double rail capacity on the Auckland network, to respond to forecasts that by 2035, CRL stations will need to cope with

A JOINT VENTURE HAS BEEN selected to deliver the underground rail infrastructure for New Zealand’s largest transport project, the City Rail Link.

RCR Tomlinson Limited and Opus International Consultants Limited, operating together as the Systems, Integration, Testing and Commissioning (SITC) Alliance, have signed an Interim Project Alliance Agreement with City Rail Link Limited (CRL), the entity set up by Auckland Council and the New Zealand Government to deliver the new rail link.

The deal means SITC, CRL, Auckland Transport and KiwiRail will develop an Alliance proposal, and if it is successful, SITC will enter in a Project Alliance Agreement with CRL. A final deal is expected in May 2019, with RCR saying it expects work to begin in June 2019.

The contract, known as C7, includes the provision of track, track slab, overhead line, signalling, control systems, communications systems, trackside auxiliaries, control room fit-out and building works for the City Rail Link project.

RCR interim chief executive officer Bruce James said the announcement was a recognition of the company’s rail systems capability.

“RCR has a long history in the rail sector and this project is strategically significant in extending our capabilities in New Zealand,” James said.

“We look forward to continuing

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ISSUE 6 2018 | RAIL EXPRESS

our collaboration with City Rail Link, Auckland Transport and KiwiRail to provide a compelling alliance proposal and then to successfully deliver this project safely and efficiently.”

City Rail Link Limited’s CEO Sean Sweeney said the news marks a major milestone for a project that will deliver significant benefits for Auckland.

“The joint venture brings with it a wealth of experience both here and overseas and once again shows the calibre of talent wanting to be part of delivering this important project that will transform the way people move and live in Auckland,” Sweeney said.

He said the milestone reinforced that the project is on track to be delivered by 2024.

“Last month we issued the Request for Proposal for our main stations and tunnels contract (C3), today we have awarded the IPAA for our underground rail systems contract (C7) and we are also now more than 90% complete on the Albert Street trench excavation (C2),” he said.

“This project remains on schedule to be in place delivering many benefits for Auckland in 2024, and we want people to be excited that the major game changer in Auckland’s public transport is well on its way.”

The City Rail Link will deliver 3.45 kilometres of new dedicated railway to connect Britomart Station with Mt Eden Station. The tunnel will be partially driven, and partially built via cut-and-cover.

54,000 passengers an hour at peak.

• T he CRL is a 3.45km twin-tunnel underground rail link up to 42 metres below the city centre.

• I t will extend the existing rail line underground through Britomart, to Albert, Vincent and Pitt Streets, and then cross beneath Karangahape Road and the Central Motorway Junction to Symonds Street before rising to join the western line at Mount Eden station.

• I t includes a redeveloped Mount Eden Station, where the CRL connects with the North Auckland (Western Line) and new underground stations: one midtown at Wellesley and Victoria Streets, and one at Karangahape Road.

• T he CRL is designed to provide a nineminute journey between Mt Eden and Britomart.

• T he tendering process for the project’s main stations and tunnels contract now incorporates longer platform tunnels at Karangahape Station to cater for nine-car trains (instead of six), a second Karangahape Station entrance at Beresford Square and additional station work at Britomart, Aotea and Mt Eden stations.

• T he CRL is jointly funded by the Government and Auckland Council, with a total estimated cost of $3.4 billion.

• C ompletion date is forecast in 2024.

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SA

NEWS

TfNSW deputy secretary to head SA’s transport department THE SOUTH AUSTRALIAN Government has named Transport for NSW deputy secretary Tony Braxton-Smith as the new chief executive of the Department of Planning, Transport and Infrastructure.

State transport minister Stephan Knoll said in September Braxton-Smith would deliver the Marshall Government’s range of infrastructure, planning and public transport reforms.

“The Marshall Government took a host of exciting reforms to the election in the infrastructure and public transport spheres and I’m extremely confident Mr Braxton-Smith is the best person to deliver on this ambitious agenda,” Knoll said on September 24.

Since 2011 Braxton-Smith has been a deputy secretary within Transport for NSW.

Formerly he was the chief executive of Great Southern Rail, executive director of Transport for Serco Asia Pacific, chief executive of Dreamworld, and regional director of P&O Services in Latin America.

“He has an intimate knowledge of the workings of the largest state government transport agency in the country which will be invaluable as he leads South Australia’s department,” Knoll said.

“Throughout his various roles, Mr Braxton-Smith has successfully delivered significant projects, reforms and improved every company or agency he has served.”

Knoll thanked DPTI acting chief executive Julienne TePohe for doing a “fantastic” job over the last six months.

“Ms TePohe has begun driving the Marshall Government’s key infrastructure

Alstom Citadis tram in Adelaide.

and public transport reforms and guided the department through the budget process,” Knoll said.

“Ms TePohe has provided invaluable advice and outstanding service and I am truly grateful for all her tireless work and commitment.”

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ROLLINGSTOCK & MANUFACTURING

Bombardier on the move in Australia Paul Brown was named the new Managing Director of Bombardier Transportation Australia in August 2018. He sat down with Oliver Probert to talk about how he tackled his first 30 days in charge, and what to expect from Bombardier in the near future.

P

REVIOUSLY BOMBARDIER’S SENIOR rail industry leader in Australia, Paul Brown was made Bombardier Transportation Australia’s Managing Director as part of the company’s ongoing transformation program.

Per Allmer, Bombardier’s President for Western Europe, the Middle East, Africa, South East Asia and Australia, said the management change was part of an ongoing plan to strengthen Bombardier’s competitiveness in “key rail ecosystems”.

“We are delighted to bring Paul into this role, to reinforce our management team, accelerate our transformation, and increase our focus on satisfying our customers in Australia,” Allmer said.

When he was appointed Managing Director, Bombardier said Brown’s priorities included strengthening stakeholder relations, and securing new business in Australia’s “highly competitive” market.

Speaking with Rail Express in September, Brown explains how he got to work in his first thirty days.

“The first 30 days, for me, was really about getting around to all our sites, meeting all our key customers, and stakeholders,” he says. “The objective in the first 30 days was to meet all those key people, not just external, but also internal; our people in Perth, Adelaide, Queensland, Victoria and New South Wales.”

In his meetings with key customers, Brown says he’s engaged in “an open, frank discussion on where we sit”.

“We’re asking them what their challenges are, what their problems are. And what that’s enabled me to do quite quickly is crystallise where we are in each state, and really listen to the client’s needs and decide how we can react to that, in terms of our product offering, or what our strategy should be.”

One example of this new attitude, Brown says, is in Victoria, where he says Bombardier is now actively targeting the need for more trams in the near future.

“We are the incumbent manufacturer, but it’s not just a case of, ‘Let’s wait for some more orders.’ It’s a case of asking: What are the primary requirements for the trams of the future? What are the challenges for our customer, their ability to run a reliable service, and how do we help them?

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ISSUE 6 2018 | RAIL EXPRESS

New Bombardier Transportation Australia boss Paul Brown.

It’s about putting together an offering that ticks those boxes.”

Brown has worked in rail for Bombardier for 35 years, across multiple markets and jurisdictions.

He says this experience, around the world and throughout the company, will prove invaluable.

“There’s no problem that we have that somebody else hasn’t already had. It’s just a matter of finding out who the right person is to help us solve it,” he says.

Bombardier Transportation Australia employs over 1,000 people, designing, engineering, manufacturing and maintaining rolling stock, and providing signalling, rail equipment, asset management and through-life support to customers and operators.

But the global business, headquartered in Montreal, Canada and listed on the Toronto stock exchange, employs more than 69,500, including around 40,000 in Bombardier Transportation alone.

“Bombardier is a global player,” Brown assures. “Making sure Bombardier Transportation Australia continues, and strengthens its connections within that global family is very important.

“The perception that because we’re a long way away, on an island, that we’re not part of the family – it couldn’t be further from the truth.

There’s a huge amount of support, resource and capability that we get from our global network.

“I have significant global experience in

“

We are delighted to bring Paul into this role, to reinforce our management team... and increase our focus on satisfying our customers in Australia

”

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Bombardier, and I think I’m fairly well connected within Bombardier, which enables me to bring in the right people at the right time. That experience also enables me to connect with the industry.

Not just with clients, but the whole industry: consultants, suppliers, and so on.”

Australia ‘wants global players’

Bombardier was involved with a significant Australian delegation to this year’s global InnoTrans event in Berlin, Germany, with tours arranged of the manufacturer’s facilities in Derby, UK, and Hennigsdorf, just northeast of Berlin.

Brown, who took part in the delegation’s visits, says Australian governments want global partners taking part in Australia’s rail sector.

“They want the benefits of proven, global technology solutions,” he says.

“Quite rightly, they don’t want to be the first putting something into service that hasn’t been tried before. They want technology that’s demonstrated; they want to see, and feel comfortable, that there’s substance behind what someone like Bombardier is offering.

“They can see what we’re doing in Derby. The products and platforms are not theory, they’re reality – being manufactured, delivered and successfully running across networks worldwide.”

Bombardier makes no secret out of how much it expects from its Australian business.

Bombardier Transportation president Laurent Troger, also speaking with Rail Express, sees a significant amount of opportunities coming from Australia over the next 10 years.

“Australia is a fantastic opportunity to grow,” Troger says.

“Politicians have decided to invest massively in rail infrastructure, and also in new trains. We are well positioned in both the infrastructure side, and the vehicle side.

“We can see those projects emerging consistently. That’s not only a political promise, that’s real projects.”

Troger says Bombardier is well positioned to take advantage of the growing Australian market thanks to its history in the region, and its approach.

“We are today delivering some critical projects in Brisbane, Melbourne and Perth,” he says. “What is clear is a solution for Australia requires some customisation.

“You cannot take a product or solution from elsewhere, land in Australia and say, ‘Here it is.’ So, the fact we’ve been in Australia for so many years; we know the local product well, and we can connect this with a global product solution.

“We know to customise only what needs to be customised, and so we have a unique advantage in this area.”

Troger says Bombardier has “a significant amount of resources” in Australia, and “we intend to grow these resources”.

“Australia has quite a fantastic momentum. Urbanisation in Australia is growing very fast. Sydney, Melbourne, Brisbane and Perth; these are very big localisations. The demand is going to be important.

“Politicians have realised the mobility equation cannot be solved by cars, and by new roads. There is a need for an alternative solution, and they have realised that rail and trains are a very good alternative as a mobility solution,” he continues.

“Everywhere you go in the world, you see a direct correlation between the GDP and the passenger traffic. The more you grow your economy, the more you have to move people.”

Bombardier’s team at Wulkuraka with a New Generation Rollingstock train.

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RAIL EXPRESS | ISSUE 6 2018

27

ROLLINGSTOCK & MANUFACTURING Embracing the digital

During the Australian delegation’s tour of the Hennigsdorf facility, visitors were shown the site’s virtual reality room, where a train design is projected in 3D format.

Thanks to a significant amount of computing power, the digital model includes every single piece of the train, which includes tens of thousands of components.

This means designers and engineers can take every piece of the train apart and look at every aspect of its design.

Bombardier says the room has transformed not only communications between their internal teams, it has also made communicating and negotiating with customers and potential customers much, much more straightforward.

Brown says he wants to see more of that technology in Bombardier’s Australian operations.

“When I visit Hennigsdorf ’s virtual reality room, I think, ‘How great would that

Paul Brown with Jacinta Allan and Daniel Andrews.

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ISSUE 6 2018 | RAIL EXPRESS

be to hold the design review in here?’ All that paper and endless PowerPoints gone. Here, engineers from both sides of the conversation can talk through changes.”

Embracing this digital approach, Bombardier decided not to include any paper material at its massive InnoTrans stand, instead packing its floorspace with digital displays, touch screens, interactive tabletops, and virtual reality, encouraging customers to get to know how Bombardier could work for them.

Brown told Rail Express the Australian industry can expect to see a similar amount of digital interaction at its AusRAIL PLUS stand in 2019.

More than just a rollingstock manufacturer

Bombardier Transportation’s global shift in recent years has been focused on renewing its image, to ensure key markets understand its capabilities extend far beyond just

manufacturing trains.

Brown speaks energetically about Bombardier’s work in the services side of the rollingstock market all around Australia.

“We are very well established as one of the leaders in service capability in Australia,” he says. “Every morning we’re putting over a thousand trains and trams into service.”

Bombardier maintains much of the regional fleet in Victoria. It services the Gold Coast’s new light rail fleet, and once the New Generation Rollingstock (NGR) trains are fully delivered it will service 30 to 40 per cent of passenger trains in South East Queensland.

The company also services trains in Perth – “one of the best-performing operators in the country,” Brown notes – and also in Adelaide.

“In Adelaide we’re maintaining and overhauling HVAC units off the trams,” he explains. “We don’t maintain that tram, and it’s not our tram. But we’re offering a competitive service offering in terms of overhaul.”

This is a big point for Bombardier.

Rather than providing services and maintenance only on rolling stock it has delivered, it wants to provide these services to vehicles that might be manufactured or even maintained by a third party.

“There are huge opportunities in Australia, in the up-front maintenance of trains, and in a technical support, or material logistics offering,” Brown says.

“It doesn’t need to be a Bombardier train; we can still provide the operator with technical support, and the bigger parts of services and maintenance: component overhaul, major fleet overhaul, refresh opportunities, refurbishment.

“Bombardier is across all that stuff, and to be honest I don’t think we’ve as wellknown for our work in the services space as we’d like to be.”

Brown says Bombardier has primarily succeeded as a long-term services business in “more forward-looking markets,” like Australia and the UK. “The capabilities we bring to operators helps solve their problems in that more modern thinking of improving reliability, improving lifecycle costs, and helping them be a lot more efficient and effective in the overall running of their fleet. They need more trains, to run more services, and both need to be equally as reliable. That’s the end game.”

Bombardier is a leader in this field, not just in Australia, but on the global stage.

As a key focus the company is shifting fleet owners’ perception away from a rollingstock investment beginning and

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Experience the Progress.

Find your Liebherr-contact Laurent Troger, President of Bombardier Transportation.

“

Politicians have decided to invest massively in rail infrastructure, and also in new trains. We are well positioned in both the infrastructure side, and the vehicle side.

”

ending at the acquisition stage.

“It’s not just about the capital cost of the train. We need to take a view of the whole lifecycle cost of the project,” Brown says.

“If you think about the 30 or 40 years of the project, then you can get a much better return on your investment than a government paying huge amounts of capital upfront for a project. We compete strongly on overall ‘value for money’. That’s why we encourage the customer to take that longer-term perspective, and look at the whole life cost, as opposed to just the first-off cost of the train,” he says.”

During his first 30 days in charge in Australia, Brown says this concept was a key part of many of his discussions.

“When we talk about increasing our service offering, that’s what we’re talking about,” he says. “Having the right conversation with the operator, understanding what their challenges and difficulties are.

“There are operators around the world and in Australia maintaining their own fleets. I would challenge this structure. I think the private sector can introduce a significant level of flexibility and capability to this offering. These are the types of conversations we’re having with our customers.”

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RAIL EXPRESS | ISSUE 6 2018

29

ROLLINGSTOCK & MANUFACTURING

Bombardier embraced the digital at InnoTrans.

Queensland’s New Generation Rollingstock

doing what we said they’d do? Yes. Are they meeting the expectations of the public? Yes. “As we’ve always maintained there was a specification to build those trains, and Bombardier has delivered those trains within accordance with the contract,” he says.

On the practical side, negotiations on planning continue between the State, Queensland Rail, Bombardier and its subcontractor Downer, to modify certain NGR carriages to ensure their toilet and passageway layouts comply with the latest accessibility standards.

From Brown’s perspective, key lessons have already been learned from the NGR

project, as well as other projects being delivered across Australia. Brown stresses the importance of knowledge sharing across the rail industry, and how critical it was to executing future rail projects.

He references Bombardier’s work in Perth, where it has delivered, and continues to maintain the Perth A & B Series electrical multiple units in joint venture with Downer since 2002.

“We only need to look at the success we’ve enjoyed in Western Australia, with our joint venture partner Downer EDI, to understand how important it is to have strong project partners,” he concludes.

Paul Brown in Victoria.

One rollingstock fleet which Bombardier designed, built, delivered and will provide long-term maintenance for is Queensland’s New Generation Rollingstock (NGR) project.

Prior to being promoted to Managing Director, Brown was the Project Director for NGR. Brown says the NGR fleet is a fantastic set of trains, regardless of illinformed and often-cynical media coverage.

“Despite the noise, the NGR’s are delivering – and will continue to deliver – excellent services around the South East Queensland rail network. They’ve been absolutely fantastic,” he asserts.

“Our customers are highly delighted with the trains. The feedback is incredibly positive, and we’re getting on with delivering new generation, highly reliable trains – more reliable than we expected it to be at this stage in fact – and so it’s been really positive.

“That’s what we’ve always said. If you strip away the noise, and the politics around NGR, you’ve actually got a very successful project.

“Let’s talk about what’s actually been achieved on this project for a moment, because I understand that doesn’t necessarily sell newspapers,” Brown continues.

“You’ve got a brand-new maintenance facility that was built and delivered on time, doing exactly what we said it would do.

We’ve provided over 150 full time, brand new jobs at that site in Wulkuraka, as we said we’d do. We’re working with over 300 Australian suppliers on this project who are, and will continue, to support the project for the next 30+ years. The train was designed using our Centre of Excellence skills within Australia.

“The project has attracted a large amount of attention, and we can talk for hours about why that was, and how that happened. But are the trains performing and

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ISSUE 6 2018 | RAIL EXPRESS

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Project i-TRACE

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With Frequentis technology operators are put back in the driving seat and customer satisfaction is improved.

ROLLINGSTOCK & MANUFACTURING

Protecting passengers and drivers: Impact testing glass in rollingstock Ballistic & Mechanical Testing (BMT) is working with train manufacturers and owners to ensure windows are properly impact-tested, and keep their strength throughout the life of the rollingstock.

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RIMARILY, BMT IS A TESTING laboratory that specialises in testing armour, primarily in military and law enforcement. But much of that testing pertains to transparent armour (i.e. glass) – and that’s where BMT is in a position to serve the rail sector.

“A lot of the glass that’s used in the rail industry is impact tested,” BMT General Manager Ben Eu explains to Rail Express. “That testing is for the laminate strength, and the impact resistance of glazing.”

Eu says there are several standards typically used in Australia for glass testing in public transport: the British Rail Board (BRB) 566 for high impact resistant windows, the US standard issued by the Federal Rail Administration, and the Australian Standards for safety glazing on land vehicles, including AS2080 and AS7520.

“We work in two parts of the supply chain,” Eu explains.

First, BMT tests glass during the rollingstock delivery phase.

“In some cases, for a glass manufacturer we’ll assist in their R&D phase, when they’re developing the product,” Eu says. “We also assist those manufacturers with the final stage, the certification process, before the glass is sold on.

“Often we’ll also find the train manufacturer may do some additional testing, and the end customer may want to do some additional testing as well.”

The second area of the rollingstock lifecycle BMT gets involved in is as the vehicle ages. “[Rollingstock owners] are looking at the through-life performance of the glass, as it’s aging,” Eu says.

“Typically [in a train window] you’ve got three different components: the glass, the inter-layer, and the internal film … and you’ve got different coefficients of thermal expansion through all these layers.

“So there is the opportunity, with heating and cooling thanks to environmental exposure, to see some delamination within the product, and that can lead to a reduction in performance.”

While delamination can often be observed through visual inspection, Eu says you can’t

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know the true performance of the glass without proper testing.

“A warranty period is nominated by the manufacturer of that glass. Once it starts to approach the end of that period, you would then take some samples and test them, to make sure they’re still offering the required impact protection,” he says.

“You’d then repeat that testing every twelve months, so you can monitor the performance of the glazing, to see if there is any reduction.

“Provided you are conducting a program like that, there is no reason you couldn’t expect glazing to last the full life of the train itself.”

BMT tests glass not only for its ability to prevent projectiles from entering the train cabin, but also to make sure external impacts don’t project small shards of glass from the window, into the cabin.

“Small shards of glass can release from the inside surface of the glass, and could penetrate the skin or, more significantly, they could cause a very serious eye injury for a passenger,” Eu explains.

BMT is National Association of Testing Authorities Australia (NATA) accredited.

Its laboratory, in Port Melbourne, Victoria, services clients in Australia, New Zealand, the UK, Malaysia, Singapore, Israel, Thailand and China.

“

A lot of the glass that’s used in the rail industry is impact tested... That testing is for the laminate strength, and the impact resistance of glazing

”

Contact: www.armourtesting.com.au

A slow-motion snapshot from BMT’s testing process.

RAIL EXPRESS | ISSUE 6 2018

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CERTIFICATION, TRAINING & WORKFORCE

Filling the Gap: Overcoming the rail industry skills shortage Major Rail projects are booming across Australia’s cities to keep up with population growth. But in a time of expanding demand, can the rail industry provide the workforce to meet the challenge? David Loneragan reports.

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THE AUSTRALIAN RAIL INDUSTRY currently employs an estimated 60,000 people across public and private network operators, passenger and freight operators, track owners and managers, manufacturers, infrastructure maintenance and suppliers. And the industry is expanding.

Currently, roughly 1.2 billion tonnes of freight travels on Australia’s railways every year, an 11 per cent increase since 2014/15. Federal and state governments across Australia have collectively committed $100 billion over the next 12 years to infrastructure projects to ensure the nation’s rail networks can bear the weight of a steadily expanding population and the concomitant increase in demand of rail services.

These large-scale projects, either underway or in planning, will require a sizeable skilled workforce to bring them into being.

But the size of the rail workforce is much the same as it was a decade ago, and it is growing older. In the decade between 2006 and 2016, the number of workers under 40 had fallen by 3 per cent and those over 40 had grown by

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1.4 per cent. Currently, only 11 per cent of the workforce is under 30. Questions are being raised about how the industry can attract skilled workers now and into the future to ensure the skills and knowledge within the industry are not lost over the coming decades.

The Australian Industry Standards 2018 skills forecast report for the rail industry anticipates that the challenges presented by an ageing workforce are likely to persist in the rail industry in the longterm.

“The importance of attraction and recruitment strategies, promoting career pathways and training opportunities needs to be constantly encouraged,” the report states. “This will assist in stimulating skill development and promote an industry that nurtures the workforce to its full potential. These strategies and methods can ensure the long-term retention of younger staff and prepare the next generation of workers in the industry, and assist preventing organisational ‘brain drain’.”

An AIS survey conducted between December 2017 and January 2018 indicated that 90 per cent

Australia and New Zealand need more rail drivers, construction workers, and engineers than ever before.

“

These strategies and methods can ensure the long-term retention of younger staff and prepare the next generation of workers in the industry

”

RAIL EXPRESS | ISSUE 6 2018

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CERTIFICATION, TRAINING & WORKFORCE The skills shortage is most pronounced for businesses seeking train drivers, signalling technicians, trainers and assessors, train cntrollers and track workers.

of employers in the rail sector reported experiencing skills shortages in the previous 12 months. Shortages most noted were those in train drivers, signalling technicians, trainers and assessors, train controllers, and track workers. The top reasons for shortages cited by employers were an ageing workforce (including staff retirements), competition, the cost and time required to achieve qualifications, geographic location of job vacancies and perception of pay being too low.

“The rail industry has already expressed concern in recruiting workers who have varying skill capabilities on infrastructure projects,” the report states. “This is largely attributed to the temporary nature of projects in various locations within or between states and territories. Plans and strategies to address these issues with the skills capabilities of workers will be required to ensure the projects are delivered safely, on time and to an excellent standard.”

Challenges also exist in the form of technological transformation. Technological innovation in the rail industry is seeing the development of methods to improve operations, increase energy efficiency, streamline asset management and provide advanced monitoring of safety critical communications. These new technologies, their adoption and management, will require the employment and acquisition of new skills within rail industry workforce.

One major change that is on the

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ISSUE 6 2018 | RAIL EXPRESS

horizon is advent of fully-autonomous rail systems. Australia is making steps towards the adoption of the European Train Control System (ETCS). This system will require workers with specialised skills, both for its implementation and its ongoing maintenance.

In 2017, Rio Tinto completed the first fully-automated rail journey in Australia.

Sydney Metro Northwest, when it opens in 2019, will be Australia’s first autonomous passenger rail system. The Sydney Metro project will continue to expand over a series of other stages, a second that will see it extend under Sydney Harbour and through the CBD, and another that will see the conversion of the Bankstown Line to Metro standards.

Sydney’s population is set to double over the next 30 years, requiring a long-term pipeline of infrastructure projects – including rail projects – to meet this demand. Speaking at a recent Australian Industry Standards forum on skills in September, Stephen Jones, principal manager of safety and business systems for Sydney Metro Northwest, said that the Sydney Metro project had evolved in response to the looming transport demands of the future.

“When we were given mandate to do Sydney Metro in 2012 we initially thought that it was going to be much like the existent heavy rail network: a standard, albeit modernised system with double-deck trains,” Jones said. “But we quickly realised

“

We need to talk about promote how TAFE and VET can address the skills issues that we have today. Vocational training underpins the economy

”

that to meet the challenges that Sydney is encountering, in terms of population growth and infrastructure needs, we had to do things differently. And that means providing a fullyautomated train network with high-capacity trains running every four minutes.”

The Sydney Metro project will see an expected total investment of around $40 to $45 billion, representing not only a massive engineering and construction task, but also an operations and maintenance task

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FREIGHT RAIL

Black said that a highly developed interface that will require a sizeable workforce trained in between industry and VET system was central. these new systems. The adoption of autonomous “The identification of skills and the definition of systems across the rail industry is expected to have GE says its Movement Planner solution has helped job descriptions needs to come first. And industry major ramifications for the future make-up of its customers achieve higher plays a most important role in that,” he said. “And the industry’s workforce, which will see new skills velocity, lower dwell times and improved on-time performances what discriminates a vocational pathway from a being needed in remote operations, diagnostics, across their networks. Photo: GE university pathway is the relationship with industry. maintenance and communications.

And that is what TAFE NSW is pursuing, so that With the introduction of autonomous train the delivery of course content is timely and not too systems, the volume and complexity of information late for industry needs.” that will have to be handled by staff working in In Victoria, the Andrews Government’s remote network control centres will mean workers 2018/19 Budget saw it invest $172 million to make will have to possess high skills in data analysis priority TAFE and pre-apprenticeship courses free, and management. Jones said that, alongside including Certificate IV/Diploma in Building and newcomers, there were opportunities here for Construction, Certificate III in Civil Engineering workers already in the industry via reskilling. and Certificate IV in Engineering.

“There is always that opportunity for Danny Broad, the CEO of the Australasian development, for the transfer of skills – what you Rail Association (ARA), said the Victorian don’t want happening is what happened with Government’s move was a welcome one. “The Toyota in South Australia, where everyone was just the door Rail and Track you’reCorporation not left with has anything and GE Victorian Government has identified the skills Theout Australian selected needed in the future work force to remove level all those skills are lost,” he said.

Transportation’s Movement Planner solution for its Hunter Valley crossings and to build the rail lines of tomorrow,” Provision of the training and qualifications that network control optimisation program.

Broad said. “The Victorian government’s the industry needs in a timely and efficient manner investment of $172 million towards making TAFE are among the top concerns of rail employers. The search to find globally proven he ARTC’s network control site in vocational education and training system (VET) solutions that will improve Newcastle is described as its “nerve provides many of the accredited courses that the our networkStephen productivity centre” for all Hunter Valley rail Jones, and principal manager of safety and business rail industry relies upon. However, its attraction efficiency.” systems for Sydney Metro Northwest, at the AIS skills form. operations. The system helps move more than as an education pathway has dimmed in recent GE says Movement Planner 24,000 tonnes of coal per hour, and tens of years. Speaking at the AIS skills forum, the then considers multiple factors thousands of coal, freight, grain and passenger managing director of TAFE NSW, Jon Black, said including train schedules, trains each year. that the perception that TAFE had lesser “esteem” traffic-control systems and ARTC managing director and chief executive than university was something that had to be train movements relative to John Fullerton said the government-owned track addressed. each other, and then develops operator planned to use Movement Planner “We need to talk about promote how TAFE an optimised traffic plan for the to better plan and optimise rail traffic on the and VET can address the skills issues that we have ARTC manages the track that makes up the Hunter trains throughout the network. network, with changes made in real time. today. Vocational training underpins the economy,” Valley rail network. Photo: RailGallery.com.au The Chicago-based GE Technology says “The Hunter Valley rail network is one of Black said. existing Movement Planner users have reported the busiest and most complex in the country, According to Black, there is a desperate need improving network performance through close an increased visibility of network operations, supporting the largest coal export port in the for more funding put into the VET system to work with its customers. higher velocity, lower dwell time across the world,” Fullerton said. provide the trained workforce that will deliver “Through the ARTC Network Control network, and improved on-time performance “As bulk freight demands grow, rail operators Australia’s infrastructure projects. “We have an Optimisation program, the Movement Planner across their networks. like ARTC and supply chains like the Hunter Valley alarming and huge skills gap. Sydney Metro and solution will allow us to improve transport Jonathan Vandervoort, ARTC group executive coal network need to be creative in the way they other projects will not be delivered if there are no capacity and efficiency, and provide better for the Hunter Valley, said the operator had respond so the Australian economy doesn’t miss supervisors, no superintendents, no leadership. service performance,” he said.  developed a strong focus on driving and out. That’s why we have conducted a world-wide We might not have these because we have failed miserably to invest in our vocational pathways into the future.”

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9/02/2018 8:09:29 AM

CERTIFICATION, TRAINING & WORKFORCE Then managing director of TAFE NSW, Jon Black, speaking at the AIS skills forum in September.

free for 30 priority courses will provide an entry ticket to a pathway into the rail industry. These are all welcomed initiatives which the rail industry embraces, that will invest in the future rail skills of tomorrow.”

At the AIS forum in September, Jones said that bringing government, educational institutions and industry together was a necessary measure in combatting the skills gap across the rail sector. “One thing we at Sydney Metro realised was that we needed the VET sector, government, and our contractors to actually come together to get right outcomes. We actually brought them all around the table and said ‘How do we work things smarter? How can the rail industry work smarter?’”

Jones said arrangements were

ABOVE: Projects like Sydney Metro require new, skilled workers.

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ISSUE 6 2018 | RAIL EXPRESS

established that enabled the development of training facilities needed to deliver some of the 20,000 workers required on the first two stages of the Metro project.

“We developed training and skill centres which government and contractors can actually use to train their staff up,” he said.

This kind of collaboration, he said, was what was needed on other rail projects going forward. “What you’ve to do is get those three parties together – government, TAFE and industry – to actually come together and make sure everyone is clear on what needs to be delivered, set a path and then go hard as you can to actually deliver it.”

Since construction began in 2013, Sydney Metro has employed 550 apprentices and trainees, numbers Jones said were mandated and enforced upon contractors.

“We said, ‘If you’re a trainee or an apprentice, you get to spend a minimum of 6 months on our project.’ We thought it was important to bring trainees and apprentices in and give them the time on the ground to learn some of those skills, and then, after giving them that opportunity, help them progress their career,” Jones said.

With a high drop-out rate of apprentices and trainees in their training, Jones said it was imperative the industry stepped in to help guarantee that VET

pathway provided jobs. “The drop-out rates are unacceptable for the challenges that we’re facing in terms of the projects that need to be delivered,” he said. “We really want to make sure that we give those individuals the opportunities they need to keep going.”

Figures from an IBISWorld report anticipate that the rail industry workforce will grow over the next five years, with 11 per cent growth expected in passenger services, 5.3 per cent for freight services, and 4.5 per cent for infrastructure.

Jones indicated that the fact Sydney Metro was a completely new system employing new technology presented opportunities that set it apart from other existing arrangements in place in Sydney and across Australia. “It actually gives us the opportunity to do things differently that haven’t been done and we can shape influence and drive outcomes in terms of what skills we and employ,” he said.

“From a maintenance point of view, it’s really important that we utilise technology; we really try to up the standard. Years ago, you would have a track worker walking up and down the tracks. Sydney Metro will have a lot of remote monitoring that we can do from the operation and control centre. So that means it is about working smarter as well.

“We’ll have people with new skills coming in and that’s exciting for the industry.”

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CERTIFICATION, TRAINING & WORKFORCE

Future crash investigators getting unique experience in Bundaberg CQUniversity’s Bundaberg campus offers students a rare opportunity to get real, hands-on experience in rail safety, derailment and collision investigations.

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USTRALIA AND NEW ZEALAND’S rail industry makes no bones about it: Safety is a top priority. Rail is a sector which prides itself on being safer than competing modes in many cases, for workers, passengers, and the general public.

It comes as little surprise, then, that when an incident does occur in the rail sector, all stakeholders are keen to understand the contributing factors involved, to reduce the likelihood of circumstances repeating themselves in the future.

The most important people in this process are accident investigators. Ensuring these people have the appropriate training, and a thorough understanding of the dynamics at play in any rail incident, is critical.

CQUniversity Rail Accident Investigation lecturer Adrian Ponton says the university’s Crash Lab offers a unique opportunity to give the next generation of accident investigators the best possible training.

“By having the Crash Lab we’re actually able to engage with the students in a safe and controlled environment,” Ponton explains to Rail Express.

“We can create the elements of a rail environment, without having to contend with an operational rail corridor. There’s no trains coming down the adjacent tracks,

The Crash Lab in action.

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ISSUE 6 2018 | RAIL EXPRESS

but equally we’re able to create some very realistic scenarios involving train derailments, collisions, and so on.”

The Crash Lab plays a critical role in three of the rail courses run by CQUni. One week of practical training at the Crash Lab is a key component in the Certificate IV Rail Safety Investigation course, and a pair of short courses, Fundamentals of Rail Investigation and Undertake Derailment Investigation, also include training at the Crash Lab. “The courses target people who are in the industry and are looking to enhance their professional development,” Ponton says. “Students commonly have engineering and operations backgrounds, and are often looking for a career in accident investigation, safety, compliance, incident response, and so on.”

Ponton says the team is always looking into future expansions for the Crash Lab, with more track, wagons and locomotives all on the cards.

More than this, Ponton explains, there is significant scope for the Crash Lab to offer companies the opportunity to have their staff trained in specific aspects of rail incident response and investigation.

“If there is industry demand we can offer other relevant courses,” he says. “We’re talking to some rail operators at the moment about bespoke courses.”

A wealth of experience

The Certificate IV course in Rail Safety Investigation is in accordance with Industry Skills Council requirements and rail industry standards, and covers rail safety law, rail safety investigation, and recording and managing evidence.

Much of this work takes place at the Crash Lab, which Ponton describes as one of the “jewels in the crown” for CQUni’s rail training offering.

Another jewel in the crown, he says, is the experience boasted by the Lab’s collection of staff.

Ponton himself has more than 40 years in the rail sector, including 10 in rail safety compliance.

Joe Thompson heads the Rail Safety Investigation course. Thompson, who helped develop much of the training program at the Crash Lab, has more than 30 years of experience in the rail sector, first as a train driver then in operational rail safety with Queensland Rail, then as manager of Operations and Systems for the Rail Industry Safety and Standards Board.

Then there’s people like Andy Corson- Crook, who has more than 40 years of experience providing safety advice and undertaking rail safety investigations for Queensland Rail, and Tony Limpus, an integral part of the CQUni team whose expertise in risk assessment and change management is essential.

“You’re talking about a team of people with decades of capable experience,” Ponton says.

CQUniversity offers more than 300 TAFE and university courses online and on campus, with both accredited and nonaccredited training in rail safety, work health and safety, and logistics.

To find out more, visit www.cqu.edu. au/transportsafety To find out more, visit the university’s website, www.cqu.edu.au.

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CERTIFICATION, TRAINING & WORKFORCE

CERT looks to close skills gap with range of courses, locations Offering courses in rail construction, rail infrstructure, operations, safety and compliance, Centre for Excellence in Rail Training aims to provide affordable training for Australia’s rail workforce.

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ENTRE FOR E XCELLENCE IN Rail Training (CERT) National Manager Mark Haigh says investment is needed in skills, simply to meet growing demand from the rising number of major rail projects and operations around the country.

“The supply of labour in rail is not keeping up with demand. We don’t currently have the resources we need in the industry,” Mr Haigh says.

“We must train people to keep up with demand. That’s going to be fundamental to filling the skills gap.”

Mr Haigh says CERT’s range of more than 80 courses covers crucial areas like heavy and light rail construction, rail safeworking, train and tram driving, “the whole gambit”.

Certificate II and Certificate III in Rail Infrastructure are two courses for which CERT expects continued high demand as more and more workers will need to be trained for construction projects like Inland Rail into the future.

Additionally, many ancillary jobs around the railway, like painters, cleaners, and electricians require established induction courses to work safely in and around a rail environment.

“There’s literally thousands of people whose main role isn’t in rail, but still require those critical inductions,” Mr Haigh explains.

To help meet the growing demand for skilled workers in the construction, operations, and ancillary sectors, CERT has focused on building a network of strategically-placed training centres in all mainland states.

“We must train people to keep up with demand,” Mark Haigh says.

Caption

“

ABOVE: CERT recenty leased a refurbished set of office blocks at Ballarat. The facility has received a $1.25m makeover from the State Government and VicTrack.

ABOVE: CERT recently opened a new training facility in Hallam, in Melbourne’s southeast.

The supply of labour in rail is not keeping up with demand.

We don’t currently have the resources we need in the industry

”

“We’ve recently opened new locations in Ballarat, Hallam, Rockhampton and Newcastle and we’re looking at opening in Parkes and Dubbo in the next six months,” Mr Haigh outlines.

Founded in 2003, CERT has grown to employ more than 40 trainers and assessors nationally, each with a background in rail, safety, or both.

Mr Haigh says all CERT trainers have at least 10 years’ experience in rail, with many having in excess of 20 years. All also hold relevant and current Certificate IV Training and Assessment qualifications.

The CERT team is experienced in dealing with students with language, literacy and numeracy issues and are adept at tailoring learning to the needs of the student and the business concerned.

“We believe that learning is the reward that will aid a peson throughout their vocational journey,” Mr Haigh says.

Find out more: cert.edu.au

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RAIL EXPRESS | ISSUE 6 2018

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CERTIFICATION, TRAINING & WORKFORCE

Legislation, projects boosting demand for signalling skills Registered Training Organisation Competency Australia told Rail Express how it has added more trainers, classrooms, new courses and new equipment, in response to industry growth.

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OMPETENCY AUSTRALIA provides training, assessment and competence management services to the rail industry. It launched in 2009 with the provision of competence assessment services for the Australian Rail Track Corporation’s signalling personnel.

Speaking with Rail Express, Competency Australia chief executive officer and director Jeanette Aitken said there’s more demand than ever for highly qualified signalling and operations management staff, a trend she puts down to two key factors.

“One reason would be changes to and the adoption of the Rail Safety National Law.” Aitken explains. “Australian railways have adopted a national approach to training which includes recognition of the importance of the Australian Qualifications Framework (AQF).”

The second major factor driving the demand for qualified signalling professionals is the sheer number of new projects happening all across the Australian rail landscape.

“There’s a lot going on throughout Australia, from the Level Crossing Removals in Victoria to the Sydney Metro to the Inland Rail” Aitken says.

“We’re seeing an increasing number of people looking to move into the rail industry, as well as those who are looking to progress their careers to the next level. We are also seeing more demand for our communications equipment courses, as the digital railway evolves, with wider spread implementation of

advanced signalling technologies.”

Competency Australia’s Broadmeadow facility in New South Wales is custom built for the delivery of signalling and communications training. Recent upgrades include an increase in the equipment available including digital track circuits, axle counters, optical fibre systems, computer based interlockings and predictor level crossings.

Practical training courses are also run in Victoria, at the Newport Rail Academy.

“We believe that ‘hands on’ is the best way to learn, and we integrate practical exercises into all our signalling and communication courses,” Aitken says.

Competency Australia runs introductory courses, equipment specific courses, signal safeworking and UEE41211 – Certificate IV in Electrical – Rail Signalling, delivering these both as public courses and to private groups throughout Australia.

Diploma of Rail Operations Management

Competency Australia has an intake of students every three months for one of its other popular courses, the nationally recognised qualification, Diploma of Rail Operations Management.

Targeted at people in network control, rail operations managers, maintenance managers and safety auditing and management roles, Aitken says Competency Australia’s course is the only course of its kind available in Australia.

A lesson underway in Broadmeadow.

“The course covers a range of important topics, including rail safety investigation, rail resource management and asset management. It provides an understanding of how the railway works, and the legislative and regulatory environment in which it operates.”

Like the Rail Signalling course, the Rail Operations Management Diploma attracts a mixture of individuals and organisations sending groups.

Both the Diploma of Rail Operations Management and the Certificate IV in Electrical – Rail Signalling will have their next intake in February 2019.

To find out more, visit: CompetencyAustralia.edu.au

A recent class of Cert IV graduates.

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ISSUE 6 2018 | RAIL EXPRESS

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MAJOR PROJECTS & ENGINEERING

Townsville rail funding redirected, corridor to be preserved The Federal Government has redirected funds originally intended to build an eastern access rail connection for the Port of Townsville, but has allocated $5 million to preserve the corridor.

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HE COALITION GOVERNMENT said in September it would spend $75 million expanding the Port of Townsville, so the port can host larger cargo and passenger ships.

Some of the money for the expansion is being redirected from funds originally intended for the Townsville Eastern Access Rail Corridor (TEARC) project.

The TEARC was deemed unviable by the State Government in April.

The 8.3-kilometre TEARC would link Cluden, on the North Coast Line, directly to the existing Eastern Access Corridor near the Port of Townsville.

In a joint statement on September 5, Prime Minister Scott Morrison and Deputy PM Michael McCormack said the redirected funding would ‘in part’ expand the port.

“The Government recognises the TEARC business case found the project is not viable at this time,” Morrison and McCormack’s joint statement said.

“It is important our investments maximise the value for taxpayer dollars and deliver the best economic opportunities for Townsville on the ground.” $5 million will still be set aside to ensure the TEARC corridor is protected from other developments.

“It is important the TEARC corridor is preserved for future opportunity so it remains part of an integrated infrastructure plan for the region,” the statement said.

“The Government will support work on corridor preservation, including necessary environmental

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assessments, with up to $5 million in funding.”

State says demand wouldn’t justify TEARC

Building Queensland, the state’s infrastructure body, asked the Federal Government to redirect the TEARC funding because it calculated demand would not justify the cost of the proposed rail link.

While the freight line was found to be strategically important to the future development of the Port of Townsville, the business case found now was not the time.

McCormack in April said it was disappointing the state’s business case did not justify building the line at the moment, saying the Federal Government would “thoroughly review” the document.

“We want to leave no stone unturned in determining if the TEARC project can be viable,” McCormack said.

“Our commitment is to invest more than $250 million in Townsville under the Townsville City Deal, and we stand by that commitment.”

Queensland transport minister Mark Bailey recognised it was important the preferred alignment for the TEARC was preserved.

“This will include acquiring land and gazetting the corridor, as well as preparing an Environmental Impact Assessment for the project,” he said.

“We also urge the Federal Government to join with us in committing funding to construction of intermodal rail facilities at the port of Townsville which would provide an immediate option for modal shift of product transported in half-height containers from road to rail.”

“

It is important our investments maximise the value for taxpayer

”

RAIL EXPRESS | ISSUE 6 2018

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MAJOR PROJECTS & ENGINEERING

Breaking the cycle: improving public transport access in the outer suburbs Over four million people who live in the outer suburbs of Australia’s capital cities lack adequate access to public transport services, according to a new report by the nation’s independent infrastructure advisory body, Infrastructure Australia. David Loneragan reports.

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USTRALIA’S POPULATION IS forecast to grow by 11 million over the next 30 years, with around 80 per cent of this growth occurring in Sydney, Melbourne, Brisbane, Perth and Adelaide. A large portion of the population increase will be accommodated in the fringe, low-density suburbs of these cities.

A report released by Infrastructure Australia (IA) in October, Outer Urban Public Transport: Improving accessibility in lower-density areas, assesses the frequency and accessibility of public transport services in Australia’s major cities, which are experiencing a rapid expansion in their population.

Over the last several decades, these suburbs have rapidly expanded outward, with more and more people living further and further away from public transport access, rail links in particular.

This state of affairs, according to the IA report, is leading to wide-ranging problems. “The expansion of our cities away from public transport routes, particularly high-capacity railways, has resulted in a range of challenges, particularly around access to jobs, services and leisure activities.”

According to the report, with the growth of the “knowledge economy”, high-value jobs are increasingly moving away from the outer suburbs and clustering in the centres of cities. This is compounding the congestion already experienced on urban road networks across the country.

Drawing on the findings of its recent Future Cities report, the new IA report states that accessing jobs via car will steadily become more and more difficult, while public transport is to provide an increasingly important role.

The report details a new spatial analysis which compares the transport behaviours and jobs accessibility of inner, middle and outer areas of Australia’s five largest cities. Two key trends emerge in this analysis: (1) Outer suburbs are at significant disadvantage when it comes to public transport access and face long travel times and distances to major employment centres; (2) those living in outer suburbs use public transport less frequently than those living closer to city centres, and are more likely to drive in order to access jobs and services.

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The report found that approximately four million people in Australia’s five largest cities are not within reasonable walking distance of public transport services. Further, they take much longer to get to work every day: 45 per cent of people living in outer-city areas travel more than 20 kilometres to get to work, while only seven per cent of those living in inner-city areas travel as far.

And, in addition to time spent in travel, lack of access to public transport has a deeper economic and social impact. “As a result, people residing in these areas have become more reliant on private vehicles,” the report states. “Subsequently, they pay more for operating their vehicles and have less money to spend on other household expenses.”

On the release of the report, Peter Colacino, IA’s executive director of policy research, said existing transport infrastructure in major cities was outside the reach of many communities living

“

People residing in these areas have become more reliant on private vehicles.

”

Ringwood Railway Station, 20 kilometres east of Melbourne’s CBD.

RAIL EXPRESS | ISSUE 6 2018

45

MAJOR PROJECTS & ENGINEERING

in the outer suburbs, leading to poorer access to job and educational opportunities.

“In Melbourne, more than 1.4 million people fall into this category, with more than 1 million in Sydney and Brisbane, half a million people in Perth and 200,000 people in Adelaide,” Colacino said.

“In the past, it has been very costly to deliver public transport in lower density, outer suburban areas where houses and employment centres are typically spread over large distances. As a result, people prefer to take the most direct route by driving, rather than taking a train or bus – adding to congestion in our growing cities.”

According to the report, the absence of quality public transport options in the outer suburbs leads to the development of “vicious cycle of policy challenge” for governments. First, as public transport receives little investment in these areas, it is often of poorer quality, leading to more

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ISSUE 6 2018 | RAIL EXPRESS

people preferring car transport. Second, this pattern of low-usage, and the higher costs of running longer routes through spread-out, lower density areas means governments have lower recovery costs, which makes investment less economical.

And lack of investment leads, once again, to poorer quality public transport options.

The report calls on state governments to improve the efficiency of existing transport networks and consider new models, such as on-demand buses and share-riding, to complement traditional transport modes such as rail. These models, it states, could break the cycle outlined above by providing cost-effective public transport options for people living in lower- density areas.

“If incorporated into integrated transport networks, new transport models – such as on-demand services and sharing – can provide attractive services to areas of

low transport demand,” the report claims.

“Additionally, governments must focus more on encouraging interchanging between transport services and modes particularly in areas of low density, where direct services cannot be provided in a costeffective way.”

Colacino said that this would improve the flexibility and reach of transport networks and enable them to better service communities living in outer suburbs.

“We also want governments and transport operators to do more to encourage people to transfer between public transport services, which helps to increase the flexibility and reach of the network,” Colacino said.

“This includes investing in welldesigned interchanges, extending integrated ticketing systems to new modes, and introducing fare incentives that actively encourage people to transfer between

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One of Sydney’s newest train stations at Leppington, on the newly-built South West Rail Link.

“

modes to get to their destination.”

According to federal cities and urban infrastructure minister, Alan Tudge, IA’s report is a welcome examination of what needed to be done to improve transport access in Australia’s outer suburbs.

“Having effective public transport connections is critical in providing access to jobs and services – maintaining our cities as liveable, thriving and vibrant economic centres – and the Government welcomes IA’s contribution to this important debate,” Tudge said.

Tudge claimed the federal government’s infrastructure investment program was a step towards achieving better access in outer-urban areas.

“The Coalition are investing significantly in public transport for urban areas across Australia’s major cities as part of our $75 billion commitment to transport infrastructure,” he said.

“These investments provide huge benefits for commuters in outer suburban areas who so often have to spend long periods of time stuck in traffic to get to work.”

However, according to the Greens’ transport spokesperson and senator, Janet Rice, outer suburban residents have been neglected, with successive governments failing to invest in quality public transport.

“This report shows just how successive Liberal and Labor governments around the country have failed to properly plan transport solutions for people in outer suburban areas, who are stuck in bumper- to-bumper traffic jams for

several hours a day,” Rice said.

“People are crying out for accessible, reliable and affordable public transport.

Instead we have governments throwing money into expensive, polluting toll roads that do nothing to solve congestion and mean that people living in the outer suburbs have no other option but to drive.”

Rice said investments needed to be targeted to provide a fully-integrated public transport system across different modes.

“We have to make sure public transport is planned properly. It’s not just a matter of announcing big flashy projects. We need comprehensive integrated transport plans across the country that prioritise public transport, and walking and cycling.”

The merits or otherwise of the current federal government’s transport investment program notwithstanding, IA’s new report states that governments need to ensure public transport operates as a coordinated network, rather than as a series of individual routes. “Smarter” network planning, new technology, greater availability of data and new trends in shared consumption, the report concludes, can offer an opportunity to break the vicious cycle of low accessibility of public transport in Australia’s cities.

“Governments have a broad range of policy options available to them for improving public transport in lower-density outer suburbs. As our cities grow and expand, governments will need to look at all options to ensure future generations have access to the jobs and the crucial services they require.”

The report encourages improved interchanges between transport modes for commuters travelling a long way.

Having effective public transport connections is critical in providing access to jobs and services – maintaining our cities as liveable, thriving and vibrant economic centres

”

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RAIL EXPRESS | ISSUE 6 2018

47

RESEARCH & DEVELOPMENT Credit: Rail Gallery

Harnessing processing power to develop smarter train assembly Terence Vu sees a future where robots can work out the best way to assemble rollingstock components. The PhD student spoke with Rail Express about his project.

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ISSUE 6 2018 | RAIL EXPRESS

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Credit: Rail Gallery

W

ITH RESEARCH CO-FUNDED by the University of Wollongong and the Rail Manufacturing CRC, Terence Vu is working to advance the field of automated assembly for rollingstock fabrication.

Put simply, Vu wants machines to determine the best way to assemble components by learning and adapting to new processes on the fly.

“Traditionally in manufacturing, people program robots the step-by-step process to manufacture a part,” Vu explains. “But any time they have a new component, they have to program that additional component again.”

In Vu’s version of the ‘factory of the future’, that engineer would simply provide inputs and a desired result – a 3D model – and the robot would establish the steps required to get there.

“My PhD project is aiming to develop a certain brain for the robot to ‘think for itself ’, where it can determine how to assemble a product from many individual parts,” he says.

“When the parts are brought together, we want the robot to consider lots of constraints from the assembly configurations. We also want other requirements such as the assembly stability and the part’s tolerance to be considered, before making a decision regarding the

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sequence, and the path to bring those parts together into the final product.”

For every new part or assembly, the machine would be able to adapt and adjust to ensure its process was the most efficient possible, given the constraints.

Vu’s PhD research combines physics, mathematics, engineering and artificial intelligence. Given the large number of potential assembly routes to take, running software simulations helps to select the quickest, safest and most tolerant route when assembling components. The algorithms Vu builds currently work to assemble virtual components, but in the future may be trialled and adapted to be a real-world rail scenario.

Vu says this kind of capability is thanks to recent developments in computing power, and research, specifically within the field of artificial intelligence.

“In recent years, people started to think of many ways to present the different constraints and data efficiently, so the robot can make use of that information,” he says. “And certain algorithms have made the process faster as well.”

With an undergraduate degree in Mechanical Engineering and a Masters in Design Engineering, Vu gained industry experience working in robotics at the Rolls-Royce@NTU Corporate Lab – a collaboration between Rolls-Royce and

Singapore’s Nanyang Technological University, before relocating to Australia to pursue his PhD studies and continue progressing his passion in robotics.

Vu believes technology like this has a future not only in manufacturing, but in the maintenance and repair side of the rail industry.

He says more students should be encouraged to enter the rail sector.

“I think the rail industry is very lively and very colourful,” he says. “It serves and employs people from all walks of life, and I believe that people of any disciplines can participate and contribute to this industry.”

The Rail Manufacturing CRC (Cooperative Research Centre) sponsors and directs collaborative research and commercialisation partnerships in rail manufacturing. It pairs researchers with commercial businesses, with the aim of furthering the rail manufacturing sector within Australia.

The Rail Manufacturing CRC also supports the next generation of rail leaders, with more than 30 students supported across industry projects, scholarships and internships run by the Centre.

For more information, visit: www.rmcrc.com.au

RAIL EXPRESS | ISSUE 6 2018

49

SAFETY

KiwiRail to crack down on undocumented crossings KiwiRail will work with farmers to collect data on the estimated 1,300 private level crossings around New Zealand’s rail network.

K

IWIRAIL’S GENERAL MANAGER for investment, planning and risk David Gordon estimates roughly 700 of New Zealand’s 1,300 private crossings are either undocumented or unauthorised.

Gordon said the scheme would see farmers charged for regular inspections of their documented crossings. But he stressed the operator was not looking to make money from the program.

“We want to make sure that the public and our people go home at the end of the day,” Gordon said.

“To do that, we need to know where people are crossing out tracks, and we need to ensure they are doing it safely.

“That means we need to have a formal, legal record of all crossings, and we need to know that they are up to standard in areas such as the approach to the crossing, sight lines, signs and formation.”

Gordon said KiwiRail has developed its policy

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ISSUE 6 2018 | RAIL EXPRESS

after discussions with the Federated Farmers, and other interested parties.

“There will now be no set annual fee as was proposed two years ago,” he said. “Instead, most farmers will be charged only the actual cost of the inspection of any crossings on their land.

“That is estimated at $50 to $100 per crossing, with inspections every two years.

“Farmers will be responsible for the cost of any work needed to make sure the crossing is safe to use,” he added.

“This generally includes the removal of vegetation to ensure adequate view lines, paying to maintain the road/track surface, and any other works required to meet current safety standards and prevent damage to the railway.”

Gordon concluded: “We’ve worked hard to develop a policy that is fair, and which is also safe.

We look forward to working with farmers and others so that they can cross our railway lines safely.”

“

We want to make sure that the public and our people go home at the end of the day

”

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SAFETY

Gap between insulated joint and signal highlighted in near-collision investigation An eight-metre gap between a signal and its insulated joint contributed to a near collision between passenger trains at Wellington Railway Station in May last year, New Zealand’s accident commission has said.

T

THE TRANSPORT ACCIDENT Investigation Commission recently released its findings into the incident on May 15, 2017.

Shortly after leaving Wellington station, the driver of a loaded metropolitan passenger train thought there may be an issue with the train’s brakes. After a discussion with maintenance staff, it was decided to return the train to Wellington Station.

However, TAIC’s investigation found the driver had stopped the train such that the rear driver’s cabin had crossed the insulated joint for Signal 39, but had not passed the signal itself.

This meant when the driver arrived in the rear cabin to return to Wellington Station, he could not see Signal 39 as it was behind him. But because the train

had passed over the insulated joint, the signaller’s mimic screen indicated the train had passed the signal.

The signaller, planning to use Signal 39 to hold the train on its return journey until another inbound train was clear, directed the driver to move towards that Signal.

The driver then advanced the train looking for Signal 39, despite it being already behind him.

Soon after the train began moving, it crossed back over the insulated joint in the rail, and the signaller saw on the train had passed Signal 39 on the mimic screen.

The signaller called the driver to stop the train, and the train stopped about 120 metres past the red signal.

There was no collision and nobody was injured.

Along with the gap between the

insulated joint and the signal, the TAIC identified two safety issues that had been identified in a previous inquiry: • there is a heightened risk of trains colliding within the approaches to Wellington Station because limited space makes the track layout congested, and; • a number of reasonable measures had not been taken to further reduce the risk of trains colliding in the approaches to Wellington Station.

“The key safety lesson arising from this accident is that trains should not be unnecessarily authorised to proceed up to red signals in congested areas, because the reduced safety margins in these areas increase the risk of a collision if a signal is passed at danger,” the Commission noted.

“

Trains should not be unnecessarily authorised to proceed up to red signals in congested areas, because the reduced safety margins in these areas increase the risk of a collision

”

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RAIL EXPRESS | ISSUE 6 2018

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Our subscribers stay up-to-date via our daily email news bulletin and online news portal, delivering the latest headlines as they break. Our bi-monthly hardcopy magazine provides in depth analysis of current events and the crucial issues and challenges faced by the Australian rail industry. Regarded by many as Australia’s most trusted rail industry journal, Rail Express is able to offer advertisers not only a prime platform to advertise their products and services, but also access to a blue-chip subscriber base of leading decision makers throughout the entire Australian industry.

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OPERATIONS & MAINTENANCE

Implementation of Project i-TRACE is less than two months away The Project i-TRACE team is ramping up industry engagement in the final weeks of the year, ahead of the implementation of GS1 standards in 2019.

A

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At the same workshop, V/Line Inventory Manager Ramesh Reddy said: “In the last two years, we started to look at the types of standards to bring across. GS1 labelling and barcoding is now used to scan and see what sort of product it is.

“We are looking for standardised information from our suppliers so we can trace products from inventory through the network.”

ARA Chief Executive Danny Broad said improvements on how the rail industry traces and tracks assets through their lifecycles is critical to unlocking efficiency and safety improvement, saying: “This is why the Australasian Railway Association is working closely with GS1 Australia to standardise how materials are identified in the value chain through Project i-TRACE.” For more information about Project i-TRACE, contact Bonnie Ryan, Senior Manager – Trade, Transport & Heavy Industry, GS1 Australia at bonnie.ryan@ gs1au.org, or Duncan Sheppard, General Manager – Freight & Industry Programs, Australasian Railway Association (ARA) at dsheppard@ara.net.au

“

We are looking for standardised information from our suppliers so we can trace products from inventory through the network

”

CREDIT: GS1 Australia

N AUSTRALIAN RAIL INDUSTRY initiative to standardise all assets and materials is pressing on to implementation in 2019.

Project i-TRACE is a joint campaign by the Australasian Railway Association and not-for-profit multinational GS1, to standardise the capture of data across the rail industry, with the view to improve efficiency, lower costs, and deliver better customer service.

Since it was founded to administer the barcode in 1974, GS1 has developed and maintained a range of symbols and systems aimed at improving the efficiency, safety and visibility of supply chains across both physical and digital channels.

The GS1 Australia rail team will be in Canberra at AusRAIL 2019 to talk about Project i-TRACE and how the implementation of GS1 standards in 2019 will improve asset management in the rail sector.

GS1 has been working closely with the ARA and its board members to communicate to the industry the importance of Project i-TRACE. AusRAIL delegates will hear from GS1 Australia’s Senior Manager – Freight Logistics and Industrial Sectors, Bonnie Ryan. Ryan will take part in a panel on smart rail on day two of the event, to discuss technologies of the future alongside rail operation and research experts.

As the program move towards implementation in 2019 GS1 expects a pick up in pace.

“Engagement is strong,” Ryan told Rail Express ahead of AusRAIL. “Key suppliers like Siemens, Vossloh, Pandrol, OneSteel and Thermit have started their implementation journeys.”

At a recent Project i-TRACE supplier workshop in Melbourne, Infrastructure Procurement and Inventory Manager from Metro Trains Melbourne, Adam Morley, said “MTM sees these standards and the project as a great benefit for the industry. It will allow us to have a greater control around the quality of the materials that we are using in our network, ensure safety through tracebility of materials based on the barcoding and build stronger partnerships with our industry suppliers.”

RAIL EXPRESS | ISSUE 6 2018

53

Light Rail 2019 4 – 5 March 2019 | Crown Melbourne

LIGHT RAIL: SHAPING A SUSTAINABLE FUTURE Informa Australia and the Australasian Railway Association (ARA) are pleased to announce Light Rail 2019. Returning to Melbourne and the largest urban tramway network in the world, Light Rail 2019 will be located at the Crown Melbourne on 4 and 5 March, 2019.

The conference will bring together operators, manufacturers, contractors and industry and government stakeholders of every level across the light rail sector to hear cutting-edge case studies, project updates and learn from successful projects in Australasia and the world.

Across Australasian, light rail is reshaping the transport landscape and transforming the way we travel by offering smart solutions and completing multimodal connections.

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NEW TO 2019 – 50% Discount for Young Rail Professionals (35 years or under) – Conference Dinner: Continue networking at the industry dinner at the Showtime Events Centre

EVENT HIGHLIGHTS INCLUDE: “Congratulations – this is Australian history in the making, not just a talkathon event” “A great showcase of light rail projects, benefits and opportunities with a very enlightening and engaging group of speakers.”

“Networking opportunities with other passionate rail professionals.”

OPERATIONS & MAINTENANCE

Optimising incident Response: Frequentis develops integrated solution Frequentis Head of Public Transport Solutions Markus Myslivec told Rail Express how operators can respond to incidents more effectively and efficiently.

P

UBLIC TRANSPORT OPERATORS around the world are facing increasingly strict performance targets.

Whether they are contracted or regulatory, service fulfillment and punctuality are monitored and reported on networks around the country, with operators expected to repeatedly improve performance despite networks getting busier every year.

Meanwhile, operators are expected to provide faster, clearer information than ever before, while continuously improving safety, and reducing disruptions.

The ability to efficiently respond to incidents when they arise is absolutely critical to meeting these targets.

Frequentis is an Austrian high-tech firm delivering mission-critical communication and information platforms across multiple industries.

In the rail sector, Frequentis is focused on promoting a high level of integration between the systems necessary for day-today operations, and those used when an incident occurs.

Frequentis Head of Public Transport Solutions Markus Myslivec says this integration is crucial to cutting down on the key variables in the management of any incident on or around the railway.

Initial response time, the quality of the decision-making process, and the efficiency of communication between responders are three key variables, Myslivec says, that can make or break incident response performance.

The Frequentis Operations Communications Manager (OCM), and Incident and Crisis Management (ICM) products are specifically designed to deliver this integration.

The product offering isn’t exclusive to passenger rail; many of its applications are on railways where there is no separation between passenger and freight trains.

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“

The OCM allows its operator to enter incidents as they occur, and also see all the incidents present in their designated area, through their console

”

The OCM offers a unified communications and control interface allowing rail controllers to communicate with numerous stakeholders across different networks and technologies, and make decisions effectively.

When it comes to incident management, the OCM is designed to act as the starting point for a paperless, efficient workflow.

“The OCM allows its operator to enter incidents as they occur, and also see all the incidents present in their designated area, through their console,” Myslivec explains.

“When an incident is entered into the OCM, the incident manager will be notified, and all the relevant information will be presented to them.”

By integrating the OCM effectively with the ICM platform, the first step of any incident response – identifying the cause and how to deal with it – can be directed to the appropriate staff and handled quickly.

“By introducing better integration you can already enter incident data into the ICM platform,” Myslivec says.

“Then you have a better response time,

because the driver of the train, for example, doesn’t have to repeat the details of the issue again when it reaches the incident response manager. By closer integration, you shorten down the response time and also reduce the complexity of the procedure.”

After serving as the point of entry for the incident response process, the OCM may also act as the front end, web-based graphical user interface for the ICM itself.

“This allows us to have a full integration,” Myslivec says. “How far this integration goes is up to the operation, and would be based on their procedures, and how they are structured.

“We would like to remove duplication, and provide information as soon as possible in this workflow; always in electronic form, and always with automatic handover between the systems. Without paperwork, the need to re-enter duplicated information is eliminated, and as a consequence the process becomes significantly more efficient.”

Frequentis is helping operators meet strict performance targets.

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Combining the resources of our respected journalism team and our unparalleled industry contacts and affiliations, Rail Express provides extensive, comprehensive and balanced coverage of breaking news and trends in key areas like infrastructure, investment, government policy, regulatory issues and technical innovation.

Published both in print and digitally every second month, the Rail Express magazine is the only publication to have both the official endorsement and active participation of the main railway associations in Australia and the broad support of the rail industry.

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OPERATIONS & MAINTENANCE

Applying tried and tested industrial automation technology to railway systems Automation technology firm Pilz says control systems from industry are possible options for the modernisation of infrastructure on the network.

E

XISTING SIGNALLING AND control technology in the rail transport industry, particularly on regional lines, is largely based on classic signal box technology. But Pilz says automation systems like its PSS 4000-R can help to significantly reduce the cost pools that have so far dominated in purchasing, engineering, operation and servicing.

Signal and control solutions in rail transport have so far been largely proprietary: the technologies have been designed, developed and manufactured specifically for use in rail transport.

Normative requirements, projectspecific features and a limited number of options for standardisation are cost-related factors in today’s applications. Even today, classic relay technology with positive-guided contacts is still widely used in railway and signal engineering.

As part of modernisation measures, however, Pilz says the trend is now towards replacing wearing, cable-intensive hardware with powerful software.

Safety and economy complement each other: given their widespread availability in the industrial environment and the use of standardised and hence proven industrial components, programmable logic controllers (PLCs) such as those used in industry, e.g. for mechanical engineering, are characterised by lower acquisition costs. Software tools simplify and reduce the configuration work, improve diagnostic options and facilitate maintenance and repair.

SIL 4 capability: the automation system PSS 4000-R

Pilz developed the automation system PSS 4000 in accordance with EN 61508 for industrial automation applications. To meet the specific requirements of rail transport, Pilz developed special modules with an –R (Railway) in the type description.

The PSS 4000-R systems are designed to be robust enough to withstand the electromagnetic interference, extreme

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temperatures and mechanical load that typically occur in a railway environment.

The PSS 4000-R has railway-specific safety approvals as a product feature, making the automation system SIL 4-capable across the whole application.

The rail solution PSS 4000-R comprises a number of function modules: Safe PLCs, I/O devices and various I/O modules for safety and automation functions are available as hardware components.

Devices communicate with each other via the real-time Ethernet communication system SafetyNET p, based on 10/100 BASE-T. TCP/IP, Modbus/TCP and UDP raw data, among others, can be exchanged with other devices parallel to the safety protocol. SafetyNET p can be used on standardised network components such as Ethernet switches or DSL modems, thus offering a high degree of freedom in terms of extension and topology. The latest expansion stage also allows the flexible RaSTA protocol to be used.

User-friendly programming

Pilz says its software platform PAS4000 can help operators create, configure and set the parameters for a safety-related application, and download that to the control system.

The software is responsible for creating and processing an application program, which includes reading in the digital and analogue process signals, logical and chronological processing of these signals in the logic unit, outputting digital and analogue process signals to control the process and transferring safety-relevant data via SafetyNET p.

Flexibility allows for variety of applications

Pilz says the openness and flexibility of this system has seen the PSS 4000 automation system used not only in classic mechanical engineering, but in car production, the chemical industry, on cable cars, dockside cranes and sluice systems.

For railways, the certified -R modules

PSS 4000

can be used in a variety of applications with different safety integrity levels. These include control or monitoring functions in signalling systems, such as monitoring signals at level crossings, control and safety technology or signal box connection, control functions of rolling stock and track laying machinery.

Modernisation during ongoing operation

Pilz says the PSS 4000-R automation can facilitate the staggered modernisation of railway control: measures can be implemented step by step and selectively.

The entire electronic periphery, comprising signalling, control and communication technology as well as the cabling between the control cabinets, remains untouched when the modules are installed, meaning the automation system also fulfils the role of an interface between the old control boxes.

The automation system PSS 4000-R is used in Europe to protect barriered and unbarriered level crossings, handling control and safety functions along the Golden Pass line in Switzerland, for instance, and neuralgic station nodes of the metro system in the Belgian city of Antwerp.

Together with DB Netz and Pilz partner Thales, Pilz has already realised projects for SPZA (memory-programmable central block adaptation) geared towards developing a safe platform for control tasks. The PSS 4000-R is capable of efficiently replacing obsolete relay-based signal box technology.

Contact: R.Stevenson@pilz.com.au

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PRODUCTS & TECHNOLOGY

The first Australian use of asphalt in rail Boral Australia’s National Technical Manager – Asphalt, Ryan Jansz, spoke with Rail Express about the benefits of asphalt as an alternative to ballast in track construction.

A

LREADY USED FREQUENTLY ON railways in countries like Austria, Japan and Germany, asphalt has applications as a base layer across multiple rail formats.

Boral says its Railpave Asphalt solution can offer a surprisingly effective alternative to a traditional track construction in several cases.

In Australia, Boral sees commercial applications for Railpave on bulk railways, freight projects like Inland Rail, and regional and urban passenger rail – particularly in the construction of rail sidings and turnouts.

“Sidings and turnouts tend to be a little bit more structurally involved, so they’re often quicker and easier to build using asphalt than a classic ballast structure,” Jansz explains. “But the product has applications throughout every level of the rail industry and is very relevant to its future.”

An alternative to classic ballasted track

Classic ballasted track has been the most common method of below rail infrastructure construction since the 1800s, because in a time of massive demand for new railways, it allowed even a relatively unskilled workforce to install track quickly, using material that has been readily available, and cheap.

But over the lifetime of the rail track, asphalt begins to compete with classic ballast solutions.

This is because asphalt benefits from increased structural capacity, less vibration (with Boral offering the option to incorporate rubber or polymer to assist), reduced erosion, offset ballast fatigue, and no fouling or contamination.

“As a pure cost proposition, the European experience is asphalt starts to break even with

In this application at Branxton, Boral’s Railpave Asphalt sits atop the hydraulic bonded layer, and acts as the base layer for the track infrastructure. The lateral pre-cast element sits above that, supporting the rail.

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“

In track construction, RailPAVE optimises asphalt mix for rail loading while taking into account any environmental conditions

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ballast as part of the rail structure after about 20 to 25 years, because it saves resources and overall maintenance benefits accrue,” Jansz says.

“Over time ballast fouls, it is choked by dust from the environment and contamination from the freight travelling above it. Combined with damage due to cyclical loading, the ballast becomes less effective and it has to be replaced.”

Jansz points out asphalt doesn’t have to be used to replace ballast entirely – it can be used instead to provide a base layer below the ballast, meaning a track owner will have less ballast to replace in the long term.

“Even if we adopt Austrian and Japanese approaches of just replacing part of that ballast by putting asphalt beneath – as a sub-ballast – then part of that ballast is replaced with asphalt on a more permanent basis.”

Jansz says when asphalt, a bound material, is used as a sub-ballast, it can provide a higher level of stability to the unbound ballast above it. This can improve the overall stability of the below track infrastructure, improving lifetime costs.

“As trains run over ballast, over time the vibrations can cause the ballast to shift, because that material is unbound. What asphalt brings is a bound component to it, that can reduce the amount of ballast movement and rail fatigue.”

The role of transportation costs

Jansz says asphalt becomes even more viable as part of track construction when work takes place a long way from the nearest quarry.

Ballast, being crushed rock, is a relatively cheap commodity, meaning transportation costs make up a significant portion of overall installation costs.

For asphalt, which is more expensive, transportation costs make up a lower portion of overall costs, and the commodity can therefore become more competitive against crushed rock, when it is being moved a long way to the construction site.

“In Europe they’ve found that, generally, if you’re about 70 to 80 kilometres from a quarry, the cost of introducing asphalt starts to get towards that break-even point,” Jansz explains, “mainly because the component of the cost related to transport increases, relative to the cost of the raw material.”

Australian first in the Hunter

Working on a project for the ARTC in late 2017, Boral incorporated its Railpave Asphalt into a non-ballast rail track – the first time asphalt has formally been used as an integral pavement component in rail construction in Australia.

Jansz will be joined by Rhomberg Rail Australia’s Henrik Vocks at AusRAIL to present a paper on the construction, reflecting on observations and findings from the track’s

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Conditioning of the Railpave Asphalt layer at the Branxton site for ARTC.

installation and first year of operation.

The project took place across multiple shutdowns at Branxton, in the Hunter Valley, on a section of track frequently used by coal trains with axle loads of 30 tonnes.

Railpave was installed as part of the base layer of track, and track slab was installed above it.

The early strength and fast accessibility of asphalt made it a useful material for construction within a short window.

“Asphalt … provides the expedience of not requiring extended curing periods, and ability to rapidly access the Railpave platform to complete the rest of the track construction with minimum shutdown time,” the paper explains.

“In track construction, Railpave optimises asphalt mix for rail loading while taking into account any environmental conditions.”

Jansz and Vocks will present the paper ‘Experiences after one year of Railpave and IVES in Australia’ at AusRAIL at 3pm on Tuesday, November 27, during the RTAA technical stream.

“

The product has applications throughout every level of the rail industry and is very relevant to its future

”

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PRODUCTS & TECHNOLOGY

Less downtime, more flexibility: Providing a better fastening solution Infastech Engineered Fastening says it can provide wagon manufacturers, rail track and maintenance businesses with an alternative swage locking fastening system which also benefits from the Enerpac tooling service network.

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HE 734 AV ENERPAC SERIES of tools aims to leverage a nodebased system, as well as the reach of the Enerpac-authorised service centre network, to provide a better solution for its users.

Swage locking fastening systems have applications all around the rail sector, from the manufacturing or maintenance of wagons, bogies or locomotives, to installation of new or upgraded track, maintenance of heavy machines, and so on.

Common swage locking systems leave users with common issues. Different nose equipment is often required to install different-diameter lockbolts, and when a tool breaks down, it often must be sent away to be fixed.

Infastech Engineered Fastening has designed a platform which offers a better solution.

The 734 AV system consists of four separate parts: a placing tool, pump unit, hose, and easy-to-change nose equipment.

The pump unit is a high-performance custom Enerpac unit, with a high-efficiency 2-stage pump design with increased oil flow rate and bypass pressure, and 18% less current draw than comparable pumps.

A spokesperson for Infastech Engineered Fastening told Rail Express the capabilities of the company’s system made it perfect for the rail sector, especially in a large, sparse country like Australia.

“By using an Enerpac system, it allows customers who require after-service to take it to any Enerpac-authorised service centre around Australia,” the spokesperson explained.

“That could be someone located in Port Hedland, for example. They don’t have to worry about sending the tool far away for servicing; they can go to their local area to have the tool serviced.

“And that’s a big thing, because you can’t afford to have downtime on tooling when you’re undertaking a major project.”

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The electric hydraulic pump drives the power to swage the collar onto the pin, creating the fastening itself.

By using easy-to-change nose equipment and hydraulic hoses in different lengths, the tool can be adapted to suit local assembly requirements.

“The unit itself is unique because you can adjust its stroke setting, so if you’re doing a small diameter pin, you only have the pulling power for that pin,” the spokesperson explained. “If you’re pulling a large diameter pin, the tool can be reset for more stroke.”

The placing tool is designed to be robust and durable, while still being lighter weight, ergonomic, and highly manoeuvrable.

Large diameter Avdelok XT lockbolts, NeoBolts, as well as Avbolt fasteners can be placed securely in seconds with the 734 AV series of installation tools and pumps.

The Avdelok system

The 734 AV series is designed for the high-speed installation of Large Diameter Avdelok lockbolts.

These lockbolts are designed to offer high shear strength, high controlled clamp, within a wide selection of materials, head

Easy-to-change nose equipment and hydraulic hoses in different lenghts make the tool adaptable for its operator.

sizes, and collar options, providing for an extensive variety of applications.

The Avdelok system is designed to be quick to install, and easy to inspect for tampering, making it the ideal fastener for heavy engineering.

Avdelok structural lockbolts come in steel, stainless steel, and aluminium alloy, and range from 4.8mm (3/16”) to 28.57mm (1 & 1/8”). Headforms include brazier, countersunk, truss and large flange heads, and collars can be full, half or flanged.

For more information, visit: www.stanleyengineeredfastening.com The Avdelok system is supported by the Enerpac-authorised service centre network around Australia.

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PRODUCTS & TECHNOLOGY

Digitisation adds new dimension to track maintenance Specialty machine supplier Plasser Australia outlines its contribution to a “new era” in track construction and maintenance.

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LASSER IS USING THE LATEST in sensor and communications technology to give its customers direct access to machine data.

Through the company’s PlasserDatamatic 2.0 module, operators can monitor their machine through a desktop, smartphone or tablet, with live information covering the location and condition of the machine, the operations it is performing, and the condition of the track below it.

“The industry is moving towards data collection, and PlasserDatamatic fills this purpose,” Plasser Australia tells Rail Express.

“For us, the next step was to connect a modem to the machine, and over the GSM network, analyse this data from afar.

“You can have engineers sitting in offices, rather than on machines, collecting data. This is ideally suited to perform preventative maintenance – predictive maintenance. The system also helps minimise downtime: If you have a fault, you can get online and pinpoint what the issue is.”

Plasser’s technology allows a wide range of factors to be measured, and reported back to base constantly.

The PlasserDatamatic program provides, in a single point of access: • G eo fence: a machine’s area of application can be defined, and when the it reaches or leaves this boundary, a message can be triggered. This system can be used to tell schedulers whether a project is on schedule or not.

• L ast events: A machine’s log entries are accessible and retraceable for one week.

• I ntegrated user help: All data on the machine is available via one access point. Operating instructions are stored in PlasserDatamatic.

• E vent Wiki: Comments function for self-help. Recurring entries can be documented. Comments provide

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Plasser’s systems can help operators stay on top of all the information they need to efficiently use their track construction or maintenance machines.

comprehensive help, independent of a single operator.

• Dashboards for personalized configuration: Every user selects the machine parameters in the dashboard and creates a customised display.

• Servicing: Reports of the MachineMaintenanceGuide (MMG) can be accessed centrally, including photos, check lists, notes and even audio files.

Plasser says the system can keep operators abreast of “anything from engine oil pressure, to battery voltage, right through to the condition of your hydraulic oil”.

From a production perspective, measuring systems can be fitted as means of increasing productivity.

“Operators are under increasing pressure to reduce maintenance costs and increase utilisation of the track occupation windows, as this increased track availability makes the railway competitive with other modes of transportation.”

Plasser says its machine-enabled measuring and monitoring can generate smart data, and a virtual track, which allows maintenance to be more efficient. There are many benefits to be gained from such systems.

“The quality of the works performed can

be immediately inspected by the customer,” the company says. “The number of people in the danger zone is reduced. Works can be inspected from an office environment.

“The combination of trends and intelligent assessment methods makes it possible to analyse and recommend predictive maintenance actions for the track infrastructure.”

The wide reach of Plasser machines and data collected around the globe means the company is constantly able to improve its offering to customers.

“If we receive information from a number of operators and see that there is a trend forming in one particular piece of equipment or system, then we can start looking at the potential cause of that, and get to a root analysis,” the company explains.

This information is also helping Plasser in developing new and improved products.

As an analogy, “when you take a modern car to be serviced, the OEM can connect to the vehicle with a laptop, analyse the data if something has failed, see when it failed, and diagnose the probable causes as to why it failed,”.

“This is an industry-wide movement, and what we’re offering our customers is right at the forefront of this progress.”

Visit: www.plasser.com.au

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PRODUCTS & TECHNOLOGY

Aussie-developed rapid deployment trolley already on Melbourne Metro Rail equipment manufacturer and distributor Melvelle Equipment has developed a cutting- edge rapid deployment rail trolley, manufactured in Australia and already in use on the busy Melbourne Metro network.

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HE SELF-PROPELLED trolley can travel up to 100 kilometres with a full payload of 700 kilograms. At its maximum speed, it can travel up to 80 kilometres.

Despite this impressive range, the machine is just 160 kilograms including batteries, and can be assembled by two people in just three minutes, with no tools required. Four people can assemble the machine in just two minutes.

The machine can be removed from the track in three minutes by two people, or as little as 90 seconds by four people.

Its heaviest component weighs just 40 kilograms.

The Melvelle team of five engineers worked for 18 months on the design.

Melvelle Equipment CEO Andrew Melvelle tells Rail Express the trolley, patent pending, is designed to be sophisticated yet uncomplicated.

“The original brief was from Sydney Trains, who wanted a lightweight trolley that could be folded up and put in the back of a ute, with a total range of 20 kilometres at 10km/hr, with fast assembly

Credit: Melvelle Equipment

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and disassembly,” he says.

With final approvals still underway for Sydney Trains, the first units of the trolley were actually delivered to Melbourne Metro in March 2018.

“The Level Crossing Removal Authority approached us regarding the need to have emergency response vehicles at every train station for the overhead [skyrail] system, because you can’t drive a truck up there,” Melvelle explains.

“The machine is stored at the stations, and if there’s an emergency the responders can wheel it out of the storage area, set it up on track, and travel down the track to the emergency, bringing all their service gear – for example a stretcher – and their people.”

The machine’s chassis is designed for multi-gauge applications, and platforms are designed specifically for the gauge the machine is being operated on.

Safety efficiency is at the forefront of the design. Hand throttle via joystick including horn, traction control, regenerative braking, dead-man pedal, emergency brakes, and full interlocking of all parts of the assembly, meaning if a wheel or a handrail is not correctly installed, the trolley will not move and a light panel will display the location of the error. There are two sets of controls on the trolley, but only one joystick, which must be moved by the operator in order to change direction, up or down the railway.

Melvelle says his company plans to export the product, with interest already registered as far away as UAE and England for the system.

“The trolley is designed manufactured in our factory in Newcastle and I it is the lightest and safest trolley on the market,” he says.

Find out more: www.melvelle.com.au YouTube: youtu.be/2KdcSS4qwg8

360-degree rotation or overhead work Melvelle is the exclusive distributor of the ART17THM mobile elevated work platform (MEWP) in Australia and New Zealand.

Manufactured by French firm Manitou, and converted to hi-rail by Rail Products UK in South Lanarkshire, Scotland, the ART17THM can operate on multi gauges with full 360 degrees rotation, with a 400-kilogram basket capacity.

John Holland bought three of the machines after seeing them at AusRAIL in Brisbane in 2017, and Andrew Melvelle says strong interest continued from the Australian market in 2018.

“It’s one of the few machines that can do a continuous 360-degree rotation,” he says.

“It has exceptional stability through a wide range of angles, and it has superior reach over most machines in the marketplace.”

Ideal for building and maintaining overhead infrastructure, the machine boasts an 8.95-metre outreach. It’s available in single, dual and tri-gauge for the Australian market, and can be gauge-adjusted in roughly an hour in workshop conditions.

The machine is approved for use in New South Wales and Victoria, pending in Queensland, and Melvelle has a desire to push the machine into other states.

Manitou provides warranty on the base machine for the global market.

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PRODUCTS & TECHNOLOGY

Latest in PA system technology on show at AusRAIL PA systems specialist tm stagetec systems is exhibiting at AusRAIL for the first time this year. The company spoke with Rail Express about its technology range.

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UBLIC TRANSPORT OPERATORS around the world are facing increasingly strict performance targets.

Passenger rail operators rely on clear, consistent public address (PA) systems to convey information to passengers. For all commuters, a good PA system can be a helpful tool – especially in the case of disruptions or service changes.

But for a significant group of travellers, the presence of a clear, reliable PA system is absolutely critical, every day of the week.

1.6 million Australians live with a disability and use public transport. Those who are sight, hearing, or otherwise impaired frequently rely on the network’s PA system, complete with welldesigned hearing loops and help points, to get where they need to go.

A recent ABC survey found a quarter of Australia’s 960 train stations are not independently accessible, and a further 18% were reported, by a large surveyed group, to have additional accessibility issues.

Most of these issues were related to physical flaws in the stations’ layout, like a lack of lifts or ramps, or appropriate parking.

But a number of stations were also cited as having inadequate audible announcements and communications systems.

The aim for tm stagetec systems is to provide operators with high quality, easy to operate, and secure PA systems, with a focus on speech intelligibility, and a high level of accessibility.

Digital PA from TM Stagetec systems

Commuters accessing most of the stations on the Sydney Trains network can already hear tm stagetec systems’ digital PA system in action.

The product is designed to operate on any scale, and to be highly intuitive for users to operate. From a straightforward system with just one speaker, to configurations involving many speakers, tm stagetec systems says its digital PA is designed to be effortlessly customisable, and completely networkable.

High quality, reliable matrix and paging systems make digital PA suitable for larger areas. The systems feature audio prioritisation, DSP, ambient noise control, and the ability to incorporate paging stations.

An operator’s digital PA system can be

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monitored and managed from a single webpage, providing customised control from a central point – particularly useful for larger scale venues like large train stations.

Already useful for transport operators, the system’s automatic digital voice announcement capabilities are enhanced with a web-based GUI designed to be easy to operate, with multiple languages and text to speech capabilities.

And a mobile PA platform lets staff make announcements from mobile phones and computers without any additional hardware.

The system is further supported with audio archiving capabilities which store high quality audio recordings for later use, as well as hearing assistance capabilities, and help point integration.

ABOVE: Network Amplifier Modules (NAM) can be installed near speakers.

Hardware

The digital PA’s Network Amplifier Module (NAM) can be installed in the field near the location of speakers, and are capable of providing 4 amplifier channels with up to 24 Watts per channel.

The NAM routes the audio taken from the Dante network right to each individual speaker.

IP connectivity, using Digital Audio Network Through Ethernet (Dante), allows for complete control and monitoring of the system in a multitude of applications.

To allow further control and flexibility, the systems have built in delay and can also be used in time aligned installations. tm stagetec systems’ DIO (Dante Input/ Output) device is also available in an IP 66 version allowing integration of analogue, AES input and output, and 100/70 Volt systems outdoors.

DIO offers a 2 port Ethernet switch (1x 1Gb Copper and 1x SFP cage, allowing for various fibre or copper connections) and more.

It is powered by PoE (Power over Ethernet) or runs via an external PSU and redundancy is provided between both power sources.

ABOVE: Dante Input/Output offers an impressive range of tools and convertors.

ABOVE: Zone Controller can integrate into any digital PA system.

TM Stagetec systems is showing off its fully customised outdoor audio, PA and broadcast systems at AusRAIL in Canberra, from November 28 to 29. Come and visit them at Stand #7 to hear a demo.

Contact: www.tm-systems.com.au

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PRODUCTS & TECHNOLOGY

DPW automates compliance process with Assignar Hiring a broad range of specialist rotating telescopic handlers and multi cranes since 2005, DPW Plant Hire is currently working with John Holland and other general contractors on the Sydney Metro Northwest project.

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YDNEY METRO NORTHWEST, formerly the North West Rail Link, involves the construction of Australia’s first fully-automated metro rail system.

DPW’s specialist equipment, including HiRail telehandlers and Sennebogen multi crane, are being utilized to remove all preexisting scaffolding, and the company is also responsible for all overhead wiring of high voltage cables.

DPW Managing Director Paul Waters says the company differentiates itself from competitors because its machines are certified by WorkCover.

Waters says 90% of competitors’ machines rely on outriggers or lifting attachments, but DPW’s machines are able to work on rail tracks without these additions due to their compliance certification which specifically includes EWP, RSO, and WorkCover.

Waters says that level of compliance is a result of automating the documentation process.

“We win work because all our machines meet every Rolling Stock Operator (RSO) certification and as founders of the HiRail system for Dieci telehandlers within the rail sector, it is paramount we are on top of all safety documentation for our systems and machinery,” he says.

“Maintaining these high compliance standards across the different rail networks took a lot of energy and time but now with Assignar we have one program that can manage all of this more efficiently.”

Assignar is a cloud-based SaaS platform, built to help construction contractors improve efficiency and safety by providing end-to-end real-time management of a company’s workforce, assets, and compliance and it allows contractors to use digital and mobile forms to enable scheduling, compliance, communication, and real-time tracking.

“For our operators, all their important

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DPW equipment at work.

site documents are submitted on their phones via the app. If anything goes wrong, we have a digital audit trail securely logged on Assignar, so we can track where all our operators are, what plant they are assigned to and what documentation they have submitted,” Waters explains.

“With our old paper system, collecting and processing physical dockets was a very time-consuming process. With many of our operators working on sites in different states and regions away from our head-office, we could expect to experience significant delays in getting the dockets back for processing. With Assignar, we built out a digital docket and worked closely with one of our Tier 1 customers on a major rail infrastructure project to get this approved.

“Transitioning from hard copy documents such as pre-start checklists and SWMS to digital has reduced the time we spent chasing up and processing these forms by 50%.”

Construction operations software adoption is expected to boom in the next few years, off the back of the Federal Government’s $75 billion investment in Australian infrastructure projects, and increasing compliance rules and regulations.

“

Maintaining these high compliance standards across the different rail networks took a lot of energy and time but now with Assignar we have one program that can manage all of this more efficiently

”

DPW HiRail equipment.

Contact: dpwplanthire.com.au

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PRODUCTS & TECHNOLOGY

Australian parts, Australian jobs: Fastening systems made Down Under Global rail fastening component supplier Pandrol says its local manufacturing not only benefits Australian jobs, but its local customers, who enjoy unparalleled quality and service.

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ESPITE ENJOYING THE benefits of being a global company, Pandrol is a proudly local manufacturer in the Australian market, operating world class facilities in Sydney and Adelaide.

Using a specialist grade of Australian steel, Pandrol manufactures roughly 90 per cent of what it supplies to the local market at these two facilities. Cast iron shoulders and baseplates, spring steel rail clips, plastic pads and insulators; all components of the rail fastening systems used by major railway owners across the country.

Heavy haul freight and bulk, as well as heavy, metro, and light passenger rail track owners use technology supplied by Pandrol.

In recent years Pandrol has supplied the Australian Rail Track Corporation (ARTC) with its FASTCLIP system for over 4 million concrete sleepers used throughout ARTC’s east coast track renewal works FASTCLIP is a threadless, self-tensioning rail fastening system, incorporating the unique Pandrol switch-on switch-off technology, enabling fast and efficient track installation and maintenance, resulting in lower installed and whole-of-life cost benefits.

Pandrol manufactures the FASTCLIP system and other products in Australia for its local customers, including the ARTC and Pandrol supplies its fastening systems to heavy haul, freight, and passenger track owners across the country.

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Pandrol FASTCLIP is a self-tensioning, threadless rail fastening system, incorporating the unique switch-on switch-off technology.

other freight and passenger track owners.

The company’s Australian operations also serve as a regional hub, supplying rail fastening products to New Zealand and the greater Asia Pacific region, as well as into other parts of the world such as North America and Europe.

Operating locally for 70 years, Pandrol currently employs 250 people directly in Australia, and supports over 3,000 jobs in the local supply chain.

But Pandrol’s General Manager for Fastening Systems in Australia, Justin Bagge, says local manufacturing is about more than just supporting local jobs: he says it also provides a better solution for the customer.

“For continuity and expediency of supply, you can’t beat local manufacturing,” he tells Rail Express.

“We’ve got very flexible manufacturing facilities where we can turn around orders in a very short amount of time.

“We had a case just today where a customer required fastening components for a possession this weekend,” he says.

“We’re able to support them with that, and they’ll have the parts by close of business tomorrow.”

Pandrol supplies clients with a range of pre-designed fastening systems, but also has a design team which can assess customer requirements and work on engineered

solutions on an individual basis.

“We’ve got over 100 years of railway experience within our local technical team,” Bagge explains, “we’ve got great capability to assist customers in solving their challenges.”

Fastening systems from Pandrol are manufactured using a specialist grade of steel made for it locally.

“It’s an advantage for us to use a local steel manufacturer,” Bagge says.

“They provide us with the benefit of being close to hand, and being able to support us readily if we need their help.

“Pandrol’s mission is to maximise rail infrastructure availability, safety and lifetime value, and the combination of our technical experience, local prescense and local suppliers allows us to do that very effectively for our customers.”

Contact: justin.bagge@pandrol.com Visit: www.pandrol.com 90 per cent of the fastening technology Pandrol supplies to the Australian market is manufactured in Australia.

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FREIGHT RAIL

Take-or-pay deals could cost GrainCorp A small crop outlook will mean existing take-or-pay rail contracts will challenge GrainCorp over the next 12 months, the company has said.

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worst in the last 20 years, Rabobank said.

“For vast regions of the eastern states, there will be no harvest, and where there is a harvest, yields will be anywhere between 30 per cent and 50 per cent down on average,” the report states.

Eastern states have been hit with late to no season-opening rains, below-average to lowest-onaverage rainfall, and above-average temperatures during the growing season.

These factors coupled with damaging frost to reduce harvest volumes and impact grain quality.

The projected 29.3 million tonne national crop would be the fourth lowest in the past 20 seasons, only exceeding previous years of severe drought.

Report co-author and Rabobank agricultural analyst Wes Lefroy said the reduced harvest, combined with strong local demand and prices, will mean crop exports will drop around 50 per cent year-on-year, to 13.9 million tonnes.

The largest component of the crop export, wheat, is expected to decline nearly 50 per cent year-on-year to just 8.6 million tonnes.

Barley exports are set to be down 48 per cent to 3 million tonnes. Canola is forecast to be down 41 per cent, to 1.5 million tonnes.

“

It is an extremely challenging time for our grower customers... we keenly feel the difficulties they are going through.

”

GrainCorp has warned volumes could fail to keep up with its take-or-pay commitments in FY19.

Photo Credit: GrainCorp

HE GRAIN TRANSPORT AND STORAGE firm, which reports on a 12-month cycle ending September 30 each year, raised its earnings guidance for FY18 thanks to strong figures for its malt business.

GrainCorp on September 6 raised underlying net profit guidance to $60-$75 million, up from prior guidance of $50-$70 million.

It raised underlying EBITDA guidance from $240-$265 million, to $255-270 million.

But the company warned it anticipates volumes will plummet over the next 12 months in eastern Australia as drought grips key growing regions.

“We expect a considerable decline in grain production in eastern Australia in FY19 with production again skewed to Victoria and southern New South Wales,” chief executive Mark Palmquist said.

“We continue to respond to the deteriorating outlook by adapting the network to better match the size and location of the crop and keeping a strong focus on operating cost control, asset utilisation and disciplined capex allocation.

“It is an extremely challenging time for our grower customers. Many of our own people live and farm in these communities and we keenly feel the difficulties they are going through.”

GrainCorp said lower anticipated volumes would mean take-or-pay rail contracts will present “a significant challenge”.

Current rail commitments expire at the end of FY19, and GrainCorp says the new contracts – which come into effect from FY20 – will provide “greater flexibility to manage transportation costs through the crop cycle”.

Australia’s winter crop exports are expected to drop roughly 50 per cent, with production the lowest in 10 years as a result of poor rainfall in the eastern states, a new report from agribusiness bank Rabobank has said.

Rabobank’s Winter Crop Production Outlook, released in late October, forecasts a national harvest of just 29.3 million tonnes in the 2018/19 winter crop season, down 23 per cent on last year.

The figure, the lowest in a decade, would be even lower were it not for a 3 per cent improvement in Western Australia’s forecast, to 15 million tonnes.

WA volumes will make up more than half (52 per cent) of the winter crop for the first time in two decades. Without the improved WA figure, the 2018/19 winter crop would be in line to be the

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