Full speed ahead
High speed rail has been in the works for almost three decades and is beginning to gain momentum. The man now at the helm shares his insights. PAGE 12
From the Editor
ISSUE 1 - FEB 2025
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Express
Welcome to the February edition of Rail Express
While much of Australia was winding down and enjoying Christmas hams during the holiday period, many were unaware of the sheer amount of work being done on Australia’s rail networks.
Queensland had a number of track closures from late December to late January for Cross River Rail works. The teams worked hard to help get the network ready for an opening in 2026.
The rail industry takes great pride in moving people and a willingness to work during this period to deliver critical infrastructure improvements is impressive.
New Years is a massive logistical challenge for public transport networks with revellers making their way to the city to bring in the new year.
More than a million people attended Sydney’s impressive fireworks at various vantage points around the harbour. Sydney’s transport network ran continuously for almost 48 hours, in what is its biggest operation of the year, to make sure revellers had multiple safe and secure travel options.
It is worth acknowledging this hard work and sacrifice by the sector to keep cities moving, particularly around the holidays. This commitment allows Australia’s cities to thrive and the industry should be proud.
It has been a lot of fun putting together the first edition of Rail Express for 2025 and it is jam packed with exciting stories. The overall theme of this edition is a celebration of how investing in public transport can change communities.
Late 2024 saw the arrival of two new rail networks that are set to change the way people move in capital cities.
Parramatta Light Rail officially opened and is set to change the connections to what many people regard as Sydney’s “second CBD” and some of the fastest growing regions in the state.
On the west coast, Perth has a brand new 21-kilometre train line that is connecting
Ellenbrook to Bayswater station. Similarly to Parramatta Light Rail, this new train line will provide a connection to the north-east of Perth.
Both of these new networks are set to revolutionise cities, what will be important moving forward, is maintaining this commitment to growing our networks.
This brings us to our cover story in which Rail Express sat down with High Speed Rail Authority Chief Executive Officer Tim Parker to learn more about the project.
The conversation was fantastic. Parker gave a concise rundown of the work the authority is doing, the realistic goals it has set and what industry can do to support the project.
We also learnt about the work MTR has been doing on the Elizabeth Line in the United Kingdom. The company has hit some impressive milestones and it was fascinating learning more about its work.
4Tel gave us a rundown of the work it has been doing on Newcastle Light Rail. It is evident the company is proud of its work supporting the community in which it is based, and it has been developing an impressive technology system to support the network.
While insurance can seem like the less glamorous side of the rail industry, we had an interesting conversation with Brian Barreto. He gave some great insights into the importance of robust insurance policies and what the company does to ensure those who work in the industry have the right kind of cover.
This month also includes comments from the Australasian Railway Association and the Permanent Way Institute of New South Wales.
Thanks for reading!
joshua.farrell@primecreative.com.au
Unlocking opportunities
250th Australian-made rail wagon rolls off production line
The industry is celebrating a significant achievement as Rail First marks the production of its 250th wagon since 2021 at its Islington facility in South Australia.
The milestone underscores the ongoing growth and expansion of the rail transport sector and will help to grow more freight on rail.
All Rail First wagons are manufactured within the Islington facility on demand, with typical lead times of only six months.
The 250th wagon will form part of the Australian Rail Track Corporation’s (ARTC) investment into a fleet of modern wagons which will be used to transport long lengths of rail steel, direct to site, across its 8,500 kilometre network.
Beata Lipman, Chief Executive Officer Rail First, said the organisation is excited to be delivering this 250th rail wagon for the ARTC manufactured by its skilled workforce using Australian-made products.
“Local manufacturing provides shorter lead times in the customisation and delivery of rail rollingstock, reduced cost risks associated with having to import build materials into the country, as well as better line of sight for customers in terms of safety standards and
quality control during the production process,” she said.
“The strategic partnership that has been developed between Rail First and ARTC over the past few years sees us continuing to lease our Australian-made assets to ARTC for the long-term.
“This significant investment in a contemporary wagon fleet will ensure the long-term safe, efficient and reliable delivery of rail to its re-railing activities and other major rail infrastructure projects across the national network.”
These enabling projects are crucial to building the capability of Australia’s rail system and getting trucks off the roads. Notably, Rail First wagons will play a key role in the delivery of the Australian Government and ARTC’s $1 billion Network Investment Program which will lift the resilience of ARTC’s network, supporting the country’s busiest rail corridors.
Wayne Johnson, Chief Executive Officer and Managing Director, ARTC said as the organisation is a strong advocate for Australian business, jobs and manufacturing, it is thrilled to receive the 250th wagon produced by Rail First.
“This addition to our wagon fleet is
essential for transporting long lengths of rail steel direct to site, supporting our long-term maintenance and major rail infrastructure projects that will enhance the capacity, efficiency and resilience into our 8,500-kilometre rail network,” he said.
“Rail First has been a reliable partner in manufacturing wagons for ARTC for many years. Together, we share a vision of creating a safe, resilient and reliable rail network that not only connects our nation today but also supports its future growth and the expanding freight task, serviced by rail.”
ARTC’s strategic partnership with Rail First will deliver a total of 36 flat wagons to support the distribution of rail nationally, while supporting 90 local jobs at Rail First’s Islington facility during construction.
Rail First is proudly Australian, with manufacturing and maintenance facilities located in South Australia, New South Wales, and Victoria. The company employs more than 135 skilled workers including engineers and trades people and serves the entire Australian market for locomotives and wagons.
Its equipment moves more than 50 million kilometres annually supporting Australian rail operators.
IMAGE: ARTC
The wagon rolled out of the facility in early December.
Public reports demonstrate Inland Rail’s commitment to community views
Community members have an opportunity to find out how Inland Rail is responding to their submissions on the project’s Narrabri to North Star Phase 2 (N2NS P2) section.
Inland Rail prepared and shared the N2NS P2 Environmental Impact Statement (EIS), which resulted in 30 submissions from the public. Now it is possible for the public to read how Inland Rail proposes to address these submissions.
When the EIS was shared in September 2022, the New South Wales Government’s Department of Planning, Housing and Infrastructure (DPHI) requested Inland Rail prepare a Response to Submissions Report
This report is now online at the DPHI Major Projects website, giving an overview of the 30 submissions and analysing issues raised. It
also demonstrates the actions Inland Rail has proposed to address those issues.
Peter Borrelli, Inland Rail Project Director Narrabri to North Star, said local communities and businesses are seeing the benefits of Inland Rail with the finished Phase 1 section.
“This year we’ve seen GrainCorp trains transport a bumper canola harvest on the upgraded track from Croppa Creek to the Port of Newcastle – with each train getting the equivalent freight volume of 50 B-double trucks off New South Wales roads,” he said.
“We’re now looking towards achieving approval for N2NS P2 which will act as the missing link to the completed Phase 1 section, allowing freight customers to transport heavier volumes at higher speeds through access to the Hunter Valley Rail Network, boosting productivity and efficiency.”
Inland Rail has also prepared a Preferred Infrastructure Report, containing information on additional assessments, consultation, and design refinements. DPHI will consider these technical reports in its assessment of the N2NS P2 project. Should State Government approval be provided, the project would then require Commonwealth approval under the Environment Protection and Biodiversity Conservation Act 1999.
Summaries of both reports are now available to view on the Inland Rail website.
The N2NS P2 section comprises 14 kilometres of rail track across the Mehi-Gwydir floodplain and construction of new rail track to bypass the existing Camurra Hairpin. The proposal starts immediately north of the Alice Street level crossing in Moree and ends at Camurra North.
Salisbury station to close for accessibility rebuild
Salisbury Station closed to the public on 9 December, ahead of a full accessibility rebuild as part of Cross River Rail associated works.
The rebuild will improve access and functionality for all customers, with an additional third platform, overpass and lifts being built to enhance connectivity around the station.
A new station building, enclosed bicycle storage shelter, Kiss ‘n’ Ride parking and a new canopy at platform level for weather protection are included in the rebuild.
Salisbury station is being rebuilt as part of a wider transformation to expand, improve and modernise South East Queensland’s rail network, and work will soon begin on demolition of the existing station.
As part of this transformation, the Cross River Rail Delivery Authority is responsible for a rolling program of station accessibility
upgrades between Dutton Park and Salisbury stations, including a complete rebuild of Salisbury station.
Beenleigh line trains will run express through Salisbury station during construction, with the station expected to reopen in mid2026 once works are complete.
Australian-first level crossing code of practice released
The Office of the National Rail Safety Regulator (ONRSR) has released an Australian-first Code of Practice designed to improve safety at thousands of level crossings around the country.
The ONRSR Code of Practice – Train Visibility at Level Crossings has been published following its endorsement by Australia’s State and Federal Infrastructure and Transport ministers.
ONRSR Chief Executive and Australia’s National Rail Safety Regulator, Dr. Natalie Pelham said the new code would significantly strengthen the safety management systems rail operators use to safeguard interactions with pedestrians, cyclists and motorists – including heavy vehicle drivers.
“The Code of Practice sets out train visibility best practice to industry and provides operators with guidance on how to tailor assessment and treatment of their specific safety risks,” Dr Pelham said.
“As we have consistently maintained throughout its development, the code is not a silver bullet solution – unfortunately where level crossing safety is concerned no such solution exists. But what we do have
here is a well-considered and responsibly developed safety tool.
“Crucially, it is backed by a significant body of independent research and engagement with a wide range of stakeholders including those with lived experience of rail collisions, industry representatives, unions, governments and subject matter experts.
Several national operators, including Aurizon and Pacific National, have already committed to adopting the code.”
Ministerial approval means the Code of Practice –Train Visibility at Level Crossings has legal standing, and a court may use the code as evidence to determine whether a rail transport operator, so far as is reasonably practicable, addressed a safety risk and complied with Rail Safety National Law.
ONRSR will complement release of the code with national in-field compliance and education activities.
In addition to the consultation process, ONRSR considered a range of data and information in developing the code, including historical records of tens of thousands of rail safety occurrences reported to the national regulator, along with two major pieces of academic research.
Salisbury station is one of seven stations being rebuilt on Brisbane’s southside as part of wider Cross River Rail works.
Fairfield, Yeronga, Rocklea and Dutton Park stations are already open and providing customers with modern and accessible stations.
Conducted by the Monash Institute of Railway Technology, an initial independent research project looked at how specific controls such as flashing beacons on locomotives and the conversion of train headlights from halogen to LED impacted train visibility for road users.
This was followed by a second round of research that looked at the effect of additional front and side locomotive lighting.
The researchers made important recommendations from both programs that have now been incorporated into the broader set of controls that the code asks operators to consider when assessing the risks posed by their specific rail operations at level crossings.
“This code represents the latest tool ONRSR can provide to support collective efforts to improve safety at thousands of level crossings around Australia,” Dr Pelham said.
“Ultimately, safety at level crossings relies on significant coordination and action to manage the risks. Members of the public, rail transport operators, road transport industries, governments, emergency services and regulators all have a vital role to play.”
The station will reopen in 2026.
Final designs revealed for Ballarat station upgrade
The Victorian Government has unveiled the final designs for Ballarat Station which delivers a wide range of accessibility upgrades for passengers, while respecting the heritage of the transport precinct.
The new station will significantly improve accessibility of the station – making it easier for people with a disability, as well as passengers with prams and luggage, to get around the station and use public transport.
The project will deliver a new pedestrian overpass, along with lifts and stairs installed at both platforms. It will also upgrade the northern entry to the station, with a new ramp and stairs to be built, along with improvements to lighting.
Minister for Transport Infrastructure Danny Pearson spoke about these upgrades.
“We have worked closely with the local community to refine the designs to protect the historical significance of Ballarat station without compromising accessibility,” he said.
Community feedback helped to shape the final designs, with further architectural work completed to reduce the visual impacts of the new accessible overpass on the existing station buildings.
The height of the overpass has been reduced and balconies added in the lift landings to provide look-out points with scenic views of the historical station, which opened in 1862.
The overpass colour palette has also been changed to make it more resistant to discolouration from dust and dirt.
The ‘outriggers’ supporting the stairwell canopy will be a unique design that references the existing trusses inside the station building, while the balustrade will also be a contemporary take on the heritage stair overpass inside the building.
The release of the final designs follows community consultation and engagement with Heritage Victoria and the Office of the Victorian Government Architect. Construction on the project is set to begin in 2025 and will be completed in 2026.
The works will build on the Ballarat Line Upgrade, which delivered an extra 135 weekly services for Ballarat and growing communities along the line. Trains now run every 20 minutes, on average, during peak times.
IMAGE:
VICTORIA’S BIG BUILD
Heritage considerations will be a focus of the new Ballarat station.
High Speed Rail
High speed ahead
A project that has been in the works for almost three decades is gaining momentum. The man now at the helm shares his insights.
If you ask someone to take on the role of Chief Executive Officer (CEO) of the new High Speed Rail Authority (HSRA), they might be overwhelmed by the sheer scale of the work that needs to be done. Not Tim Parker.
A project that has been in the works for at least 30 years is beginning to gain momentum and Parker is doing everything he can to ensure its success. While attending AusRAIL 2024 Parker spoke to an enthralled audience during a session and spent much of the event speaking to the wider industry.
The future high speed rail network is expected to run from Brisbane to Melbourne, through Sydney and Canberra, and regional communities across the east coast of Australia.
The first phase connects Newcastle to Sydney in about one hour on a new dedicated high speed railway. From the Central Coast it will take about 30 minutes to get to Newcastle or to Sydney.
This route would be built first because of the strong economic activity and stable population growth of cities within the corridor. This is expected to continue to grow and underpin the region’s role as a global gateway.
The population of the Newcastle, Hunter Valley and Central Coast regions is expected
to grow by 22 per cent, to nearly 1.2 million, by the early 2040s.
The Central Coast and Newcastle areas currently support more than 420,000 jobs.
New homes to accommodate growth are expected in major greenfield areas and key centres such as Gosford, Tuggerah/Wyong, Lake Macquarie and Newcastle.
The existing rail network between Newcastle and Sydney is the busiest in Australia, transporting almost 15 million passengers and significant volumes of freight annually.
Passenger services are often disrupted by freight train movements and the network is forecast to reach full capacity by the early 2040s.
The current Newcastle to Sydney journey time by train and car is about two and a half hours and road travel is often impacted by traffic accidents – with many ‘single points of failure’ existing on the M1 motorway.
There are 91,000 trips every weekday on the road corridor between Newcastle / Lake Macquarie and Sydney.
“I think there is a lot to like about the proof of concept,” Parker said when speaking about the high speed rail route between Sydney and Newcastle. “I think once we have that proof of concept, it will be easier
for government and others to see the value and invest in it. I think starting with the Newcastle to Sydney leg makes the most sense as it is rapidly growing.
“Once we do the first section, we are ready and prepared to do the next one to Canberra and then onto Melbourne. It is a small step onto bigger and better things. Our cities have been well serviced for major projects in the past few years, this is a chance to give some to the regions.”
WHY NOW?
While high speed rail has been proposed regularly, it has always struggled to gain momentum. Parker explained that previous proposals came from the private sector and a study completed in 2013 was not a business case, which is what separates this iteration from previous ones.
“We have put together the business case, with the support of Infrastructure Australia, to understand if this actually makes sense,” Parker said.
“What we have also done is pivot from a point A to point B approach to now serving the regions better and growing those regional economies.
“What it represents is not a bit of a change but a step improvement. We have a
housing affordability crisis and something like this allows people to live in the regions while working in capital cities.”
Parker is of the belief that what separates the current HSRA project from ones in the past is that it is not trying to compete with the airlines but create an alternative that will push people towards rail travel from car travel.
This train will service the regions, be set up to allow pets to travel with passengers, come with WIFI and potentially have meeting rooms on board to facilitate business trips.
“For me, this will fundamentally change how Australia works,” Parker said.
“These capital cities are great places to live but they cannot fit everyone, so we need to provide other options. High speed rail will also allow these people the opportunities to visit capital cities with ease.”
Australasian Railway Association CEO Caroline Wilkie said high speed rail boosts regional economies, connects communities across vast distances, and creates a far more mobile workforce.
“A massive project like high speed rail offers significant economic benefits. The building phase alone would create thousands of jobs, from engineering and
construction to manufacturing and supply chain logistics,” Wilkie said.
“This would offer a much-needed boost to the economy, particularly in regional areas that would benefit directly from construction projects and the influx of workers.
“We have a wealth of engineering expertise and knowledge, which has developed particularly in recent years with several large rail infrastructure projects
across Australia. We must capitalise on this highly sought-after skilled workforce before it is lost to other parts of the world.”
Wilkie said it is not just about faster trains; but creating a sustainable transport network that is fit for the future and meets the challenges of a growing population and climate change.
“We have seen the incredibly positive response to the new Sydney Metro, reinforcing that the community loves rail
The authority has been working closely with the broader sector to understand how it can best deliver this project.
The High Speed Rail Authority is working to uncover the best route for the new line.
High Speed Rail
when it delivers on speed, efficiency and comfort,” she said.
“Younger generations place an increasing importance on sustainable transport that minimises environmental and health harms and would no doubt embrace a high speed rail service that would make significant strides toward reducing our carbon footprint.”
While the ARA and Parker are confident in the project, he explained that it is important the project makes sense, thus ensuring bipartisan support.
“Our role is to test whether the theory stands up,” Parker said.
“Rather than saying let’s dive in, Anthony Albanese (Australian Prime Minister) has got us to do a business case to see if it actually makes sense. The business case has to stack up for us to justify it.”
While Parker believes the high speed rail will be an opportunity to service the regions, he believes two types of services will allow the trains to operate quickly between cities while still supporting regional towns.
“We will basically have two types of service, one a fast intercity train with limited stops and the other which stops regularly,” he said.
“We want to create a service that allows the regional cities to grow and be connected. We want to have the line running through these regional cities as opposed to branch
lines which are often cancelled after a period of time.
“I think the longer we leave this project the harder it will get, and it will not get any cheaper.”
LOOKING TO THE MARKET
While Australia has completed some impressive projects recently – including the country’s first autonomous rail system – the prospect of high speed rail can be daunting to the industry. Parker believes it will be critical to look to the global market for support.
“It is one of the conversations we have had with some of the supply chain. We ask if they will manufacture locally and many are put off by how far we are from the rest of the world,” he said.
“What we have done is ask a different question. We have been asking, what will it take?”
Parker explained that the Europeans and Japanese have both appreciated this question as it has allowed the HSRA to open dialogue with businesses interested in providing highspeed rail in Australia.
“What we have learnt is that if they supply the project, they want longer maintenance contracts,” he said.
“If the product is the same as what they are using in their home country, as opposed
to being ‘Australianised’, it can then become something we manufacture here and supply to the rest of the world.
“They may want the partnership to really grow and be a 15 to 20 year span as opposed to just five.”
Parker explained that the team has been impressed by the response from the market and expects to be able to find a solution that suits Australia.
“We should be going for well-proven products, so we do not have to keep changing it each time we build a new line,” he said.
“For example, Spain has been developing its high speed network since 1992 and now it has 4000 kilometres serving big and small cities. I think there is a model there that we can look toward, it has similar temperatures and similar terrains.
“While any high speed rail here will have that Australian flavour, such as the level of service, we can look around the world to see what best looks like.”
TUNNELLING
The preliminary investigations for the high speed rail network have had some positive outcomes already. With the line needing to traverse national parks and built-up areas, tunnelling appears to be the best option for how the first proposed project gets out of Sydney.
The new line will provide a connection between Newcastle and Sydney in only two hours.
The proposed route may have a number of tunnels, with the longest potentially coming in at 38 kilometres. In comparison, the Gotthard Base Tunnel under the Swiss Alps is the world’s longest rail tunnel at 57 kilometres.
Parker believes Australia is ready to tackle this challenge.
“Tunnelling has become the norm now in Australia,” he said.
“The Sydney Metro project was one of the first big railway tunnel projects in Sydney and now it is everywhere, it should not be scary to us anymore.
“While tunnelling can be expensive it provides a better alternative than cutting great swathes through a national park and hills so I think the likelihood will be a number of tunnels.”
Parker said that the organisation is comfortable with the experience and technologies currently available in Australia to do these types of tunnels. He said that the process will be to work with the market and establish if they see a better alternative to tunnelling.
“We are open for refinement but the stone we have uncovered on the proposed route is Hawkesbury sandstone which is really good rock,” he said. “It really is the Goldilocks rock for what we want, not too hard, not too soft,
The authority knows it can look to the international market for a clear understanding of how it can be successful.
so I think we have a really good solution for getting out of Sydney.”
HOW INDUSTRY CAN SUPPORT THE PROJECT
Parker noted that after being promised for so long the project has met some scepticism.
“If the rail industry does not get behind this project, then why would the government?” Parker queried.
“I think if we can move toward looking at this project being made in Australia and not just made in one state, this will help.
“If we do this, we will strengthen the whole supply chain across all states, each state can begin to create speciality areas that they thrive in and enhance manufacturing in all instead of just one state growing.”
Parker believes that Australia has excellent skills and the capability to deliver high-speed rail. He expects there to be a technology and skills transfer in the initial parts of the project, but it could successfully deliver high speed rail along the east coast.
“I think building a driverless metro is more complicated than building high speed rail,” Parker chuckled.
“A whole heap of Australians have done that now and have those skills. You could
see in each of those projects that once the first part was done, the second part was even better.
“I believe we have an opportunity with high speed rail to give the industry 10 to 20 years of work and then that will allow us to invest in research and development and build a solid base for the future.”
Parker noted examples such as Spain, Germany and France, all of which have continued constructing high speed rail across the country.
While the east coast is a starting point for this project once the strong base has been built, it can expand into places such as South Australia and Western Australia.
“I am doing my best to convince the rail industry that this makes sense, and we have gone a long way in demystifying a number of issues such as population size and other potential sticking points,” Parker said.
“We need an ongoing pipeline of work and that is what this project will do. Metro tunnel is coming to an end, Sydney Metro has no more work planned and Cross River Rail is heading towards completion, we need work in the industry.
“The key is to just get behind it, the travel times are realistic, it is no longer a utopia project, it is actually achievable.”
High speed rail
Moving towards the future
Siemens Mobility is looking to its work in Egypt to understand the challenges Australia may face on its own high-speed network.
Mobility has been supporting a game changing project in Egypt.
In 2024, Siemens Mobility unveiled its first Velaro high-speed train for the 2,000-kilometre turnkey rail system in Egypt at the world’s largest rail conference, Innotrans.
The Egypt High Speed project, one of the largest high-speed rail networks in the world, aims to revolutionise rail transportation in Egypt. It will enhance connectivity for its people and the transportation of goods by connecting 60 cities, improving mobility and economic
growth across the country. The network will consist of three lines of double track for high-speed, regional and cargo service.
The first line is sometimes called the ‘Suez Canal on rails’ due to its planned cargo operation in parallel to the Suez Canal, an artificial sea-level waterway in Egypt, connecting the Mediterranean Sea to the Red Sea. It is a 660-kilometre line connecting the port cities of Ain Sokhna on the Red Sea to Marsa Matruh and Alexandria on the Mediterranean.
The second line is expected to be 1,100 kilometres long and run between Cairo and Abu Simbel near the Sudan border, linking the mega city to rising economic centres in the south.
The third line aims to cover 225 kilometres and connect the world heritage archaeological sites in Luxor with Hurghada by the Red Sea.
A network of this size and impact is expected to enable millions of journeys a year. Passengers could save up to 50 per
Siemens
cent on their travel time, making it easier for people to commute between urban and rural areas and development of new residential areas along the rail network, providing more housing options for people who work in the cities but prefer to live in less crowded, suburban, or rural areas.
The unveiling at Innotrans was the first of 41 Velaro high-speed trains, which will be accompanied by 94 Desiro highcapacity regional trains and 41 Vectron freight locomotives.
The Velaro trains are designed to reach speeds of up to 250 kilometres per hour, significantly reducing travel times between major cities, and reducing carbon emissions by 70 per cent.
To withstand Egypt’s harsh climatic conditions, the trains feature sealed exterior gaps, advanced filter systems, optimised air flow, and enhanced cooling capacity. Each train will be 200 metres long, with a capacity of 481 passengers, including two wheelchair spaces.
The trains will be equipped with onboard internet, power sockets, and real-time passenger information displays. Overall, these adaptations ensure maximum availability and comfort for passengers. The extensive infrastructure development required for the rail system will not only transform transportation, but also be beneficial for Egypt’s society and economic growth.
A spokesperson from Siemens Mobility said it will provide safe and efficient
transportation for all Egyptians, as well as goods, across the country.
“It will establish Egypt as a regional leader for transportation and provide an additional boost to the economy,” the spokesperson said.
“The Egypt High Speed project has placed the country’s people at the heart of its initiatives, with the construction and operation of the entire system expected to directly create up to 40,000 jobs, with an additional 6,700 being initiated by Egyptian suppliers and indirectly through the wider Egyptian economy.
“In a vast country of over 100 million people, Siemens is also providing workforce development opportunities to upskill
This project provides good insights into a future network in Australia.
High speed rail
Siemens Mobility has worked hard to ensure the high-speed network can stand up to Egypt’s harsh climate.
students and early professionals alike. With 50 per cent of people under 18 years old and the average age of the country’s population only 24 years old, Siemens has developed university bootcamps and a vocational education and training program through the Egypt High Speed project to bring them into the rail industry to increase their capabilities and career opportunities.”
Since the announcement of the Egypt High Speed project in 2022, significant progress has been made on the first phase in Cairo. Once the Egypt High Speed project is completed, the comprehensive stabling facilities and maintenance depots will enhance the efficiency and reliability of Egypt’s rail network, leading to better maintenance and operation of trains, fewer delays and improved service for passengers.
INSIGHTS FOR AUSTRALIA
The Australian Government and High-Speed Rail Authority are planning for a future high
speed rail network to connect major capital cities and regional communities across the east coast.
The Egypt High Speed project can offer several insights in relation to the development and benefits of high-speed rail. Positive impacts for productivity and job creation can be achieved through the local and regional construction required to establish a dedicated high-speed rail network.
The direct and indirect job opportunities in such an undertaking will also increase capability for rail professionals and other industries that will be needed to accommodate the development and maintenance of fast rail.
The technological advancements that the Egypt High Speed project present also extend to the potential technical and environmental benefits both within and outside of the train.
The Velaro Egypt trains are designed to endure high temperatures, sand, and dust with sealed exterior gaps, advanced filter
systems, and aerodynamic measures such as newly developed spoilers to prevent damage, ensure smooth operation, and provide a comfortable, efficient travel experience for passengers.
Externally, the high-speed rail system could significantly reduce carbon emissions by 70 per cent, providing a reliable alternative to car travel and truck transportation for goods.
As a multibillion-dollar turnkey project with bilateral support and a focus on global climate protection, the Egypt High Speed project also provides supportive insights into possible funding models, which could provide future inspiration for governments and invested rail industry partners.
By observing Siemens’ progress with one of the largest high-speed rail networks in the world, Australia can look to develop a high-speed rail network that meets the needs of modern travellers, supports economic development, and contributes to environmental sustainability and resilience.
RAIL DIRECTORY
The Australasian Rail Directory is a comprehensive, all encompassing rail services directory, available both online and as a traditional hardcopy publication.
The Rail Directory is an industry driven project to provide a complete listing of all businesses involved in the Australasian, Oceanic and Asian rail industries.
This year’s rail directory will be revamped to become even simpler to use. Listings will be sorted into categories allowing users to easily find businesses working in each area of the rail industry.
With over 1000 listings from areas as manufacturing, signalling and maintenance, make your listing standout with a frame advertisement.
To ensure you are in prime position in this year’s rail directory contact Alex Cowdery today.
Free Listing
To ensure that the Australasian Rail Directory is comprehensive, we offer all businesses who operate or trade in the region one free listing in the directory.
Premium Category
Listing Available
From $600 (+gst)
Double page, full page, half page and quarter page advertisement space also available.
To discuss the advertising opportunities available, please contact: Arron Reed on 0466 923 194 or email: arron.reed@primecreative.com.au
Year on year success
MTR Corporation has been operating the Elizabeth Line in London since 2022. We learn how the line has gone from strength to strength.
Over the past decade, MTR Corporation has expanded to deliver tailor-made railway solutions not only in Hong Kong, but in major cities around the globe, including a presence in the United Kingdom (UK).
Leveraging on its expertise in railway development and operations, the MTR Elizabeth Line (MTREL), a wholly-owned subsidiary of MTR Corporation, was again recognised as the best operator in the UK in October 2024.
Into its third year operating the line, the company is calling on all its international experience to ensure it is operating at its highest quality. The company’s statement of “Safety First, Quality Always” goes beyond just punctual train schedules; it embodies a commitment to provide a safe, reliable, and authentic journey experience for all passengers.
STRONG CUSTOMER SERVICE PRACTICES
The Elizabeth Line stretches for more than 100 kilometres from east-to-west across London and has transformed travel in the city since the opening of the central operating section in 2022, carrying more than 350 million passengers in its first two years.
While the line has had impressive passenger numbers in its first two years, MTREL has also delivered quality for passengers.
The Quality Performance Regime (QPR) scores between Q4 2023 and Q4 2024 reflect this, with staff knowledge rated at 89.8 out of 100.
While the Customer and Community Ambassador Team has engaged with more than two million customers in the past year, Customer Service Satisfaction (CSS) ratings for staff performance and customer
information remain high, underscoring MTREL’s commitment to community interaction and support.
Recent statistics also show that MTREL continues to set the benchmark for customer service excellence. Despite an 11 per cent increase in yearly journey volumes, MTREL has topped Transport for London’s (TfL) customer satisfaction table across all London transport modes.
Rail replacement services have achieved their highest scores since Q4 2019-20, and Mystery Shopper Survey scores consistently exceed the target of 85.
Additionally, Ticketless Travel results are below two per cent, placing MTR among the best in the UK rail industry. MTREL boasts the second lowest complaints rate in the industry, even when tackling unexpected disruptions.
MTR Corporation is into its third year of operating the line.
Between 1 April 2023, and 31 March 2024, MTREL supported passengers with disabilities, it recorded 5,493 Turn Up and Go assists and 13,164 booked assistances. This highlights MTREL’s dedication to accessibility and ensuring all passengers receive the support they need.
EXCELLENCE THROUGH INNOVATION
While service disruptions are sometimes difficult to prevent in a busy railway system, this has never been an excuse for the MTREL team, according to MTREL Managing Director Mike Bagshaw.
“The successful implementation of the OnTrack to 90 program has significantly enhanced performance, boosting punctuality to over 90 per cent and ensuring accountability across all functions,” he said.
“This award-winning initiative is bolstered by new train planning software and advanced technology, including GPS reporting, to better understand and address performance challenges. The industry-first real-time Crew Displacement Management Tool (CDMT) has revolutionised control room operations, enabling more efficient resource deployment during incidents.
“Additionally, significant efforts have been made to support train software updates, involving multiple stakeholders, to ensure optimal line performance and consistently meet passengers needs.”
MTREL’s commitment to innovation is also evident in the upgrades to the 345-fleet’s software.
The ELR500, a 36-hour System Proving Demonstration, was critical to the reliability of the Elizabeth Line. This initiative involved multiple partners and tested 159 scenarios
within 36 hours, all while maintaining passenger services – an industry first.
“With an innovative mindset, the impact of service disruptions could be significantly minimised, ensuring smoother and more reliable operations throughout the Elizabeth Line,” Bagshaw said.
SAFETY AND WELLBEING
While upholding service qualities, MTREL places immense value on the wellbeing of staff, recognising that their health and happiness are the cornerstone of operational success.
MTREL is renowned for its outstanding Health and Wellbeing program, winning the Personnel Today Award in 2023 for being the UK’s best in this area.
The Personnel Today Awards celebrate the best achievements and innovations in human resources, learning and development. Entries are judged by an independent panel of industry experts, before the finalists are announced.
The line has also successfully reduced crime across the network, and every physical assault against staff has resulted in a conviction.
Frontline colleagues, trained by the Samaritans, have saved over 600 lives from
potential suicide attempts. Samaritans is an organisation focused on lowering the number of people dying of suicide. For more than 70 years it has been training volunteers to provide emotional support to people struggling to cope.
Additionally, significant efforts have been made to improve the resolution of Passenger Ill On Train (PIOT) incidents, resulting in faster response times and better outcomes for affected passengers. PIOT incidents are instances of unwell or injured passengers who may need to be assisted by ambulance or paramedics and may delay train departures.
Safety roadshows have been conducted across all identified hotspots, providing crucial safety information and training to both staff and passengers.
Events that focus on unwanted behaviours have been organised to address and mitigate key safety concerns, fostering a safer and more secure environment for everyone on the network.
FROM THE UK TO AUSTRALIA
The operational excellence demonstrated by MTREL showcases MTR’s commitment to delivering world-class railway service,s according to MTR Australia’s Executive General Manager Peter Munro.
“This success story extends to MTR Australia’s operations, where global expertise and an innovative mindset connect with some of the best metros in the world,” he said.
“By incorporating new ideas and proven strategies from international experiences, MTR Australia is well equipped to enhance the transportation landscape, ensuring safe, reliable and cutting-edge services for all passengers.
“With new challenges ahead, after the opening of the City Section of the Sydney Metro City and Southwest Line, we are poised to apply our extensive experience and innovative solutions to meet the evolving needs of Australia’s communities. MTR is dedicated to keeping cities moving, from the bustling streets of Hong Kong and the UK to the dynamic urban landscapes of Australia.”
The company took home the best operator award for the United Kingdom in October 2024.
MTREL is renowned for its Health and Wellbeing programs.
Thriving, no matter the conditions
DT Infrastructure has made a strong commitment to Western Australia in recent years and the team in the Pilbara is committed to supporting the region.
The team is well established in the region.
been undertaking some impressive work.
In early March 2024, DTI announced its selection to construct a rail siding facility for CBH Group in Konnongorring. The new siding will help transform the site from being a predominately road transport site to a rail and road site, taking trucks off the road.
In July 2024, a 10-year $1.6 billion contract was awarded to an Alstom and DTI alliance
(HCS) project in conjunction with WA’s Public Transport Authority.
HCS will replace and upgrade the signalling and train control systems on Perth’s rail network, allowing more trains to run more often and ultimately increasing capacity by 40 per cent.
The company also supports the state by supporting the industries that are major
re-rail and maintenance services across
The scope of these campaigns includes deconstruction and replacement of track, turnouts, and rail crossings, with necessary
Helping lead the team in the region is project manager Kate James, who is making manager. Having made the move over from the chilly United Kingdom to the stifling hot Pilbara, James is relishing her time in
With a background in track maintenance and construction, and time as a track designer, she has the experience required to thrive in
“I was looking for a new challenge and an email came through from a recruiter for a role in the Pilbara. I thought I would just send off my CV and see what happens,”
Arriving in Australia, James fell in love with the region and decided she wanted to call it home. She found a role with Downer before its infrastructure division became
James explained that DTI is supporting the mining companies operating out of the Pilbara not only in rail, but also in civil
“Before we became DTI, we were very much focused on rail, but now we have expanded
“We provide track construction knowledge in this region, but the scope of our work depends on where each company is in their
James said that the Pilbara does pose a number of unique challenges that many may
“In the hot temperatures the track is more likely to experience a misalignment or buckle, which can be costly for the companies operating here if it causes a derailment.
“However, managing the track asset with the swing in temperatures in winter, when it is very cold overnight, also affects how the track reacts if not correctly destressed.
“This is just one of the ways we support our clients,” she said.
“Some of the terrain we are working on can be quite challenging and we have a lot to consider in the work we are doing.”
James explained that when working in the Pilbara, DTI must also consider heritage needs of a region, working closely with local Indigenous groups.
“We always are mindful to leave the area either better or the same as how we found it,” she said.
“It is so important that we are considerate of our working areas. We are representing these companies, and we must take pride in what we are doing.”
WORKING WITH PARTNERS
James said DTI’s role in the Pilbara is supporting the local industry so they can thrive in the region – and their product gets from pit to port as quickly and safely as possible.
“I think for us, it is all about being flexible and available,” she said.
“It is all about having a ‘can-do’ attitude and making sure they understand that we will find a way to make this work.
“This is where our work will be in the next few years – in sustaining capital, renewals, track construction and being flexible with maintenance.”
With DTI’s growing presence in renewable energy, particularly solar, James believes there is a role for DTI to assist mining companies in
subcontractor to provide our own office, which is fully solar powered. It has enough power for six monitors, a fridge and an air conditioner – we want to be a part of the decarbonisation journey.”
After more than two years in the Pilbara, James is well established in the region and has had a similar team throughout
“I am very proud of their professionalism and their hard work.”
James spoke about the organisation’s next goals in the Pilbara.
“We want to expand up here and build our brand to be the best that we can, offering a safe and productive service for our clients,” she said.
James is very proud of her team.
DTI has delivered a number of major projects.
Passenger rail
KeTech’s role in transforming Australian rail
KeTech is poised to support Australia’s growing rail industry with its technology solutions.
Australia’s rail industry is at a pivotal moment; with more than $13.2 billion earmarked over the next four years for national rail projects under the government’s Infrastructure Investment Program, and significant commitments to improve resilience, efficiency, and accessibility, the need for a unified approach to rail standards has never been greater. The Australasian Railway Association (ARA) is leading efforts to harmonise operations across the country, aiming to address long-standing inefficiencies caused by fragmented systems and diverse regional practice.
The standardisation initiative seeks to create a seamless rail network where infrastructure, technology, and processes work cohesively, ensuring better safety, improved reliability, and enhanced passenger experiences. However, this vision faces challenges such as labour
shortages, rising costs, and the complexity of retrofitting older infrastructure to meet new standards.
In this context, companies like KeTech, a leader in rail technology, have a critical role to play. With expertise in real-time data systems, operational safety tools, and passengerfocused technologies, KeTech offers solutions that align with the goals of Australia’s rail transformation. By bridging gaps between legacy equipment and new technologies and enhancing network interoperability, KeTech’s innovations can help drive Australia’s rail network toward its vision of a seamless, efficient rail system.
WHAT IS HAPPENING?
Australia’s rail network isn’t a single unified system but a collection of 29 distinct networks, shaped by its origins as separate state-based
systems. Spanning approximately 51,000 kilometres of track and involving about 197 accredited operators, it’s a vast and complex environment. This fragmentation can present challenges for current and prospective rail freight and passenger operators. Many journeys, especially those outside suburban services, cross multiple networks with differing standards, codes, rule books, and other technical and operational characteristics, making implementing new innovative technologies more complicated.
The ARA’s national standardisation initiative focuses on harmonising these rail standards across Australia to address inefficiencies and support a safer, more innovative rail industry. The initiative seeks to improve interoperability in order to streamline the separate rail networks into a cohesive system, enabling connectivity between systems for more
The technology from KeTech can assist with standardisation challenges facing Australia.
efficient operations and improved passenger experience. Other areas the initiative seeks to improve across the network include the adaption of technology for national benefit, rather than development occurring in silos in pockets of the network, and decarbonisation of the Australian rail network, acting as a catalyst to drive the shift from road to rail.
These goals align with KeTech’s expertise in real-time information systems and intelligent rail solutions, offering opportunities to contribute technologies that support harmonised communication, passenger information, and operational interoperability across Australia’s rail networks. More than half of United Kingdom (UK) train operators choose KeTech’s technology due to its expertise of retrofitting the old to meet new standards and expectations; the flexibility in its modular software architecture allows both new and existing systems to interact and share data through inputs and outputs, helping operators and passengers to make better informed decisions.
The preferred pathway to harmonisation of the network is the gradualist, mandatory pathway, with full results anticipated 25 to 30 years after implementation. While 30 years may seem far off, there are technologies that can be implemented that can improve interoperability and have direct positive impacts on multiple areas listed within the report. For example, UK train operators using KeTech’s technology have reported significant enhancements to passenger experience within just 12 months of implementation. The absence of national rail standards has long been a significant issue in Australia, creating operational inefficiencies, increased costs, and passenger dissatisfaction. Some key challenges identified by the ARA caused by the lack of uniformity include issues for train operators, passengers and rail workers.
THE NEED FOR STANDARDISATION
State-based regulations create barriers to seamless rail operations and inefficiencies for train operators, both in freight and passenger networks across Australia, as systems must adapt to different signalling, track gauge and safety process which slows down movement across borders. This fragmentation can also cause economic challenges, limiting economies of scale and discouraging investment in innovation.
From a passenger perspective, the lack of standardisation negatively affects their experience through inconsistent information throughout their journey, this can complicate journeys and cause confusion and overall travel dissatisfaction. The lack of consistency of information may cause frustration among most passengers, but for passengers with disabilities,
these regional differences in station and on train can actually be a barrier to using the rail network.
An ARA report in 2022 identified the lack of standardisation across Australian rail is a contributing factor to the skills crisis in the rail industry. The current lack of uniform products means rail workers often experience barriers when attempting to move between jurisdictions. In most cases, they must retrain to meet local standards, this is time-consuming and often a disincentive; this ultimately results in failure to optimise the available labour market to fill skills shortages and gaps.
Addressing these challenges through a harmonised rail system would not only streamline operations but also foster innovation, improve passenger satisfaction, and reduce the skills gap across Australia. The ARA’s National Rail Standards Harmonisation Strategy is a critical step toward achieving these outcomes, and innovative solutions offered by KeTech can help bring this vision into reality.
TECHNOLOGY THAT FITS
To improve interoperability there is a need to eliminate duplicate data and remove silos, to enable a seamless flow of information across regional and state boundaries. For instance, Connected Driver Advisory Systems (C-DAS) exemplifies this capability. C-DAS provides real-time in-cab driver advice to meet the timetable, optimise fuel usage and reduce operational costs.
The system continuously recalculates and delivers real-time updates and advice to the
driver based on actual driving behaviour, timetable and the larger rail environment ensuring both carbon and cost savings.
KeTech’s C-DAS supports operational continuity in mixed environments. In the UK, where Network Rail’s digital traffic management system rollout is incomplete, C-DAS can seamlessly transition between these areas and traditional signalling. This ensures uninterrupted communication and performance throughout a journey, demonstrating how KeTech’s products meet the demands of standardisation by offering intelligent interoperability solutions in the rail environment.
As the rules and regulations gradually start to be standardised across states, the technology systems used need to adapt. To overcome these challenges, systems need to be flexible and modular so that major changes are not required as processes evolve.
In Australia’s search for consistency and efficiency, as the move towards a more standardised rail network happens, there becomes a need for technology that provides an even bigger picture across the different states. Tools such as Remote Condition Monitoring (RCM) are fast becoming a desirable maintenance tool to simplify rail operations through identifying potential issues before they become a problem – and with over 51,000 kilometres of track in Australia, spotting faults early and automatically scheduling maintenance at the right time can play a huge role in ensuring the network runs smoothly.
Australia is actively exploring ways to encourage public transport use, with
Australia’s journey toward a unified rail network brings unique challenges.
Passenger rail
Queensland currently trialling an initiative offering journeys on various public transport modes for just 50 cents. To help facilitate an increase in ridership, access to travel and means to pay need to be standardised using smart technology such as tapping on with a payment card being ubiquitously available across modes.
CHALLENGES AND OPPORTUNITIES
Australia’s journey toward a unified rail network brings unique challenges, but these obstacles also create opportunities for innovation and progress. It is these opportunities that has driven KeTech to focus on research and adaptation of its capabilities.
The traditional approach of replacing legacy equipment entirely can be costly, time-consuming and can cause disruption to services due to the length of time installation can take. KeTech’s approach is different, its experts have extensive knowledge and experience in both software and electronics, allowing it to offer a smarter alternative. KeTech not only designs new intelligent systems but also transforms older legacy systems, redesigning and retrofitting key components to bring older systems up to modern standards, which is also more cost effective. This approach turns existing infrastructure into data-driven systems and extends its life, ensuring that serviceable elements of legacy systems are efficiently integrated into modern operations.
The ARA Harmonisation of Rail Standards report highlights that customised, tailored, rail systems are desirable in Australia. This has now been identified as an economic barrier to scaling tailored solutions and having standardised systems across the Australian rail network. However, an alternative approach is available.
KeTech is a specialist in software and that’s where the real magic happens. Between modular architecture and hardware agnostic software, KeTech delivers tailored solutions through its overarching Universal Information System (UIS). The UIS is a centralised data processing and management environment that has been designed in a modular fashion to adapt as rail operations change.
Within the UIS architecture, sub-systems are connected as modular and configurable elements. For example, Passenger Information System (PIS) that meet unique branding, operational, and regional requirements without sacrificing scalability.
The elements of customisable, tailored and bespoke are resolved by way of the configurable and adaptable business rules and data interfaces within UIS. This approach enables all sub-systems to be both flexible and scalable while still conforming to higher level standards.
The flexibility of UIS means that the system can evolve and adapt over time. As Australia gradually moves to a more standardised network, KeTech’s systems can fill the gap, and the features can support each phase of the harmonisation. In the UK, KeTech works with several train operators and often the systems implemented have progressed in line with changing operational processes and franchising models.
The ARA report also highlights that innovation across the Australian rail network is often isolated and occurs in pockets. This can lead to issues, such as uneven levels of service and efficiency across the network and can lead to passenger confusion and barriers to travel for passengers, especially with accessibility needs. It is important to have a technology architecture that supports the development of innovation by being highly configurable and adaptable, which is a core philosophy of the KeTech UIS.
JOURNEYS
National rail standards are essential for Australia’s future. They offer the promise of a more efficient, accessible and sustainable rail network. By addressing current issues, improving passenger experiences, and encouraging people to choose rail over cars, the harmonisation of Australian rail standards paints an exciting picture of what the future could hold for operators and passengers.
KeTech is inviting collaboration with the Australian rail industry and government to explore solutions and shape the future of Australia’s rail network.
Its proven track record, paired with a collaborative approach, has enabled it to solve some of the most complex challenges in the UK.
KeTech is driven by solving real world problems in the rail industry.
KeTech’s expertise lies in realtime information systems and intelligent rail solutions.
Trains operating across states often pose challenges for operators.
IMAGE: TARAS
VYSHNYA/STOCK.ADOBE.COM
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An end-to-end solution
4Tel provided a turnkey digital control and communications solution for the Newcastle Light Rail network in New South Wales and is preparing to take its work even further.
4Tel, a family-owned software and solutions company, has been providing an extensive suite of digital solutions for the transport sector since 2000. The company is focused on improving operation safety and efficiency, and understands the importance of providing fitfor-purpose engineering solutions that meet customer expectations.
4Tel solutions include rail network control systems, onboard computers with automatic train protection (ATP), passenger information displays, customer help points, track access management, and real-time asset tracking across light and heavy rail, bus and ferry transport modes and intermodal depots.
While the company is known for its heavy rail solutions, it has also made strides in the light rail space.
Tony Crosby, the Chief Executive Officer at 4Tel, explained the challenges that face light rail when compared to heavy rail.
“Light rail networks typically employ driving by line of sight and on occasion this can be vulnerable to human error. 4Tel has solutions such as object detection and collision avoidance to improve driver
situation awareness,” he said. “It is about providing a solution that supports the delivery of a safe, efficient and consistent light rail service and provides real-time information to the public to ensure the best passenger experience.”
All 4Tel systems are designed to appropriate safety standards and include rail safety certifications where required.
4LRMS SYSTEM
The 4LRMS system from 4Tel is an end-toend, bespoke light rail management system for a modern metropolitan network.
Crosby explained that the system comprises a customisable feature set which can include light rail vehicle tracking, remote points operation, integration with road traffic lights, over-speed warning/protection, CCTV, Help Points and real-time passenger information to passenger information displays at stops, and the government Open Data hub.
“The system is configurable to support different networks in size and complexity and supports both rail vehicle detection and line
of sight methods of safe working” he said. “Because all our software is developed by staff locally in Newcastle, and our solution does not rely on extensive use of trackside infrastructure to perform many of the functions of a traditional control system, we have flexibility in tailoring our solution to meet specific customer requirements for both legacy networks and new light rail projects.”
4Tel can also integrate into the solution the ‘HORUS’ Artificial Intelligence and Machine Learning system from its subsidiary company, 4AI Systems, to provide hazard detection and collision avoidance capabilities. This capability is now in commercial operation and ready for deployment on many types of rail vehicles.
4Tel’s unique ability is to create solutionspecific software and integrate this into existing environments. Its interoperable systems approach enables connection to other public transport networks beyond light rail, including multi-mode passenger information displays.
All 4Tel deployed solutions are provided with an option for ongoing service and
4Tel has been operating out of Newcastle since 2000.
maintenance support after commissioning, ensuring the operator has optimal usage of its system. The company also has significant experience in developing products to meet formal safety integrity guidelines such as Safety Integrity Level (SIL) in accordance with IEC 61508 standard; ‘Functional Safety of Electronic Safety-Related Systems’.
NEWCASTLE LIGHT RAIL
4Tel was contracted to provide the Newcastle Light Rail project with a turnkey, fit-for-purpose communications, signalling and control solution to support the integrated operation of the network with other transport modes and the Newcastle Interchange.
“We were thrilled to take part in what we saw as a pivotal, innovative project for our home town, and were delighted that as a local technology company, we were able to deliver a world-class solution to this firstof-its-kind catenary-free light rail system in Australia,” Crosby said.
The light rail project was in part designed to promote economic growth in the city by removing the secure rail corridor that limited pedestrian access between the Newcastle CBD and the harbour and extending public transport to Newcastle Beach. Construction commenced in September 2017, with the network opening for passenger journeys in February 2019.
“We believe the system has been very well received,” Crosby said.
The 4Tel solution was required to address some unique design challenges set out by Transport for NSW, including:
• Integration with the road traffic management system to provide priority of way for light rail vehicles.
• Integration with the electrical Supervisory Control and Data Acquisition (SCADA) system to facilitate efficient charging of
• Minimising wayside infrastructure to simplify operations and maintenance of the network.
Several 4Tel products were selected to provide the turnkey solution, including:
• 4Site – A remote infrastructure monitoring system to allow staff and network personnel to remotely diagnose hardware faults and trends for maintenance action.
• 4Trip – A timetable management system for the development and management of service run-times and day-of-operation data, including special and holiday events.
• 4Trak – A real-time tracking system for monitoring each LRV’s real-time location, generate data logs for improved decisionmaking, and improved moving asset awareness for light rail personnel.
• 4PIDS – Passenger information system that compares GPS and track-circuit data of each LRV to provide consistent up-to date
Light rail vehicle service information is delivered through digital information displays, automated public address announcements and customer help points.
All of these products can be accessed through a web browser interface to allow for flexibility in remote operations. The culmination of 4Tel’s work on the Newcastle Light Rail project was 4LRMS – a turnkey light rail management system.
These solutions were completed alongside vital communication systems, which included Operations Control Centre (OCC) communications equipment, public address, radio, opal ticketing and master clock systems, Process Identifier (PID) network, security and telephone network, SCADA, lighting control and fire systems.
The light rail network opened for passenger journeys on 18 February 2019 and more than 100,000 trips were taken within the first month of operation.
Crosby explained that the benefit of the 4LRMS system is that it can evolve to suit current needs.
“What was acceptable 10 years ago no longer meets customer expectations and our solution continues to evolve.”
As a company with strong experience around Artificial Intelligence (AI) software, Crosby and the team at 4Tel see the use of this technology as something that will grow in the light rail space.
“There is growing interest in light rail around the world to install AI on the front of light rail vehicles for obstacle detection and collision avoidance capabilities,” he said.
“It would not surprise me to see AI applied to light rail vehicles in Australia in the near future.”
4Tel can provide solutions for light rail networks that address inherent challenges.
All 4Tel deployed solutions are provided with an option for ongoing service and maintenance support after commissioning.
All about knowing you ABC’s
Insurance in rail has a critical role to play, Rail Express learns about this intergal part of the sector.
Austbrokers City State Rail has been active in the rail sector since 1995. Previously trading as Austrail Insurance Brokers, the organisation has cultivated a reputation for negotiating specialised policy conditions to suit the rail industry.
Brian Barreto is the director of Austbrokers City State Rail and with more than 25 years’ experience in the industry, he recognises the importance of the company’s deep understanding of the rail sector when it comes to sourcing the right insurance.
“Some insurance companies can be put off by the rail industry, but we understand it is an incredibly safe and reliable sector,” he said.
“Our specialties lie in the civil rail space which includes maintenance and construction of infrastructure. We have clients of various sizes who are both principal contractors and sub-contractors.
“We have a diverse mix of clients who work in and around the rail space.”
Austbrokers City State Rail also works closely with the heritage rail industry to support its sometimes complex insurance needs. The company has created a specialised product for this sector to support its growth.
Barreto explained that rollingstock is a part of the rail sector that some insurance companies can be wary of insuring.
“It is easy for an insurer to walk away from this because when they think rail they assume that any loss would be significant and consequential,” he said.
“But when you have a good understanding of the rail sector, know the checks and balances that are in place, and the whole safety framework of the industry, insurance companies are more comfortable.
“The fact we have supported the industry for this long and formed relationships
Rail requires a number of external machines to operate on its networks and can sometimes be difficult to insure.
with insurers to ensure the rail sector is covered is testament to our hard work and understanding.”
WORKING WITH RAIL COMPANIES
Barreto and his team understand the critical role they play as a conduit between companies of varying sizes and insurance businesses. He broke down what the company does when someone is looking for insurance as it moves into the rail sector for the first time.
“The first thing we need to establish is the company’s risk profile,” he said.
“Once we establish that we then ascertain where they sit in the industry to give us a comparison. This also allows us to understand where they sit in the contractual framework and understand if they are the principal, which can mean they are carrying considerably more risk.
“We look at both ends of it, so we look at the contractual law and the exposure to common law.”
Barreto explained that Austbrokers City State Rail will look at the company’s assets, the value of those assets and what the exposure of those will be.
“From that point we start building a profile and then we can get a liability aspect and understand if there is a risk transfer possibility,” he said.
“We investigate the risk and understand whether they can retain it themselves and what tolerance they have to manage risk themselves. We then look at what they go to market with and ensure that is insured from a material damage perspective.
“After this is when we roll up our sleeves and get to work negotiating with insurers for an outcome.”
Barreto said that while businesses can be in the same industry, there is intrinsic differences between them. He said this knowledge is critical to sourcing the right insurance for a business.
“Our goal is to never walk in and assume we already know what a company might need,” he said.
“We carry a lot of knowledge in that area and sometimes it is difficult when you think you already know what they need. But I have been doing this long enough to know you don’t know everything, so we have to listen.
“It is critical we absorb what each company is about because if you do not listen to them and you are louder than they are, you will miss something critical.”
Austbrokers City State works closely with the industry to understand its sometimes unique needs.
understands the complexities of a business which can include those that work across multiple industries – often the case in civil construction.
Depending on the type of projects the company works on, Austbrokers City State Rail will regularly review the insurance program – sometimes every four to six months – to ensure the coverage remains for the work being completed.
“For other businesses we can have a good grasp of the work they do so we do not need to check in as much,” he said.
“Once again, it is all about meeting the needs of the individual business.”
WORKING ACROSS EVERY NETWORK
Barreto said that the challenges the rail industry faces with interoperability are the same in the insurance space. Each
The organisation is capable of sourcing insurance for any network operating in Australia.
poses difficulties when identifying the right insurance for someone operating in multiple states.
“We need to be across what is happening in each of those states and that is why our team is continually growing in the rail space, to ensure we have that coverage and understanding,” he said.
“We see some consistency across states, particularly in the contract space. But there are definite differences that we work through in each state and again we lean on that experience and expertise to get through it.”
THE IMPORTANCE OF GOOD INSURANCE
Having spent much of his working life in and around insurance, Barreto emphasised the importance of the right insurance program for businesses, particularly in rail.
“Having the wrong insurance program could be devastating to a business,” he said.
“If we have missed something critical in the initial stages of setting it up, a problem could cost millions of dollars and that can be devastating to any business, regardless of size.”
He also explained that a lot of insurers will not always pick up on contractual liability that may be evident.
“Most insurers do not understand that this contractual liability is evident in the rail space, so we often recommend that anyone in the rail space carries blanket contractual liability,” he said.
“We have come across a number of people in the rail space operating without contractual liability completely unaware of the risk they are running.
“There are a lot of potential issues out there in the market that people need to work through. A robust insurance broker can rectify these problems and ensure anyone working in the rail space has what they need.”
IMAGE: HENK
Safety Keeping your cool
Track temperature has a vital role to play on rail networks. A system from Aptella is
While track temperature is a well known parameter when it comes to establishing the limits of a network, actually measuring it and reporting it can be anything but simple. It is something that has been monitored almost as long as track has existed. But is it being done right?
Aptella is the local distributor of Senceive technology across Australia, New Zealand and Indonesia. With the technology, operators can have better insight into track temperature than ever before.
When compared with traditional monitoring methods that use optical total stations, wireless solutions offer greater flexibility and options to scale to even the largest of projects.
The small nodes and sensors can be mounted to any surface and have a 10 to 15-year battery life, making them suitable for large projects and hazardous or inaccessible landscapes as they require less maintenance than traditional methods.
Andrew Jones, market development manager at Aptella, said the system has been
ruggedised to suit the rail environment and after 17 or so years it has established itself in this space.
“Aside from being able to monitor track geometry, it has sensors which monitor ambient air temperature and the track surface temperature,” he said.
“This sensor will report the temperature every 30 minutes and can be the first indicator to a network operator that they are beginning to get to a critical zone.
“Currently, some rail operators are utilising ambient air temperature data from the Bureau of Meteorology and when it hits a specific ambient temperature, they will slow the network, which can be inaccurate.”
Jones explained that these sensors can allow the operator to get a better indication of how the track is reacting to the heat. It also provides that data more regularly than what is available from the bureau. The Senceive system can have three levels, beginning with the temperature sensing capability.
Aptella’s technology allows it to predict potential faults on the track long before they occur.
The Senceive system can be installed much quicker than other similar products.
scenario in high temperatures and something operators will want to verify.
“The third level of escalation is the ability to couple a camera to the sensor to take photography of the track and give the operator visual confirmation of an issue if they so desire.”
Jones said these three optional levels allow greater decision-making without needing to mobilise teams for a visual inspection. They also allow for greater data collation, giving insights into how close track may have gotten to a threshold across a period.
THE FUTURE
Track deformation, along with track temperature, play a major role in derailments. Notwithstanding the human aspect of this, it can have major commercial risk for a business.
“This is what we are trying to convey to the industry, track derailments are real, they are recent, and they are expensive,” Jones said.
“It is a reputational risk for heavy haul and freight operators, particularly in the mining sector, as people are often looking for reasons to criticise them for any mistake that they make.
“I think by virtue more trains are becoming automated and it is important that operators have greater insight into their track performance than in the past because they lose that human interface. This is where the Senceive technology comes into play.”
Jones said a changing climate is posing more challenges to the rail network than what has been seen in the past.
In late 2023, severe weather and heavy rains across North Queensland impacted the rail network, forcing closures across the North Coast and Kuranda Range lines.
The Kuranda line remained closed for more than two months before reopening.
The Australian Rail Track Corporation (ARTC) has completed several culvert upgrades across South Australia on the vital East-West rail corridor to help prepare the region for more intense weather events.
Heather Parry, Director Infrastructure Projects, ARTC spoke about the important work.
“As extreme weather events become more common, it is vital that we invest in strengthening infrastructure to improve the resilience and reliability of essential national rail infrastructure and ensure network reliability for our customers,” she said.
Jones said that the Bureau of Meteorology (BOM) cannot realistically provide the localised forecast that may impact a rail corridor.
“There have been events where track is majorly affected and the BOM outlook shows less rainfall, but these high intensity events can affect small sections of track,” he said.
“This is what is going to become really tough for operators to track and predict. If they have low lying track or bridges these sensors can provide far greater insight to potential areas of concern.”
TAILORING A SOLUTION
Jones noted the differences in Australia’s diverse track monitoring requirements, but said that Aptella believes the principles of installation remain similar across all.
“Every time we install a sensor in the track, we are ensuring it has the highest form of reliability once it is operational,” he said.
“At the end of the day, the installation of the sensor is the same across the board, they have the system well established, so we do not need to change it much.”
Jones is excited for this technology to become more widely used in Australia and believes it will improve as it is rolled out.
“As Senceive is continually tweaking and making modifications around the product to improve it, it can only get better from here,” he said.
“We can provide constant feedback to Senceive from our Australian and New Zealand market and that is where the real benefit comes in. The more it is utilised here, the better it will get overall.”
Jones said one of the developments that has excited him is the ability for geotechnical events to trigger the system.
“Instead of just getting a reading every 30 minutes or so, it can notify you the moment it recognises when an embankment lets go and send a reading straight to the control centre,” he said.
“If we have cameras on site, they can then take imagery to show the extent of the damage and again, protect any trains that may be approaching the area.
“All of these parts of the Senceive technology allow the operator greater visibility, levels of safety and, in turn, a network that can be trusted.”
The Senceive technology has been used globally and Aptella has been seeking to grow its use in Australia.
Light Rail
Connecting Sydney’s west
Greater Parramatta is better connected than ever before with the new L4 Westmead & Carlingford Line opening through the Parramatta CBD – a significant moment in New South Wales’ transport history.
In late December 2024, passengers started boarding modern and comfortable airconditioned light rail vehicles on the new 12-kilometre L4 Westmead & Carlingford Line, with frequent and reliable services across 16 accessible stops.
The opening passenger service involved three light rail vehicles commence concurrently from the Westmead and Carlingford light rail stops at 5am, and Parramatta Square at 5:02am.
The L4 Line launched to a weekday timetable, with initial services every nine minutes between 7am to 7pm; every 12 minutes between 5am and 7am and 7pm and 11pm; and every 16 minutes between 11pm to 1am.
The 13 new 45-metre-long light rail vehicles can each move up to 400 people, making it easier for residents and visitors
to connect to and move through Sydney’s second CBD. Minister for Transport Jo Haylen congratulated everyone who has been part of bringing the mega project to life in Parramatta.
“This is the public transport network Western Sydney has been waiting for and will provide economic and social benefits for years to come,” she said.
“By investing in projects like the Parramatta Light Rail, we’re helping our city grow around key public transport links. The L4 will connect some of our fastest growing communities and premier destinations in the area, making it easier for people to live, visit and work here. I want to thank the more than 15,500 workers who have played a part in delivering this piece of transport history.”
The new light rail line provides connections to key destinations, including
the Westmead Health Precinct, CommBank Stadium, Riverside Theatres, more than 60 cafes and restaurants on and around Church Street, Parramatta Square, Rosehill Gardens Racecourse, and three Western Sydney University campuses.
The L4 Line is part of the Transport Opal network – passengers can tap on and off at Opal card readers located at each light rail stop, with ticket machines at Westmead Hospital, The Children’s Hospital and Ngara stops.
Transport for NSW Secretary Josh Murray said that while people become familiar with sharing the road with light rail, Transport for NSW urges everyone to be careful and mindful when driving, riding a bike, or walking nearby.
“The trams are big and can’t swerve, so it is important that people keep an eye out
The project is set to change the way people move in Western Sydney.
for them, and always stop, listen, and look around,” he said. “There will be Customer Service Officers, along with street teams in red shirts, on the ground, ready to answer questions about the new service.
“We’re asking people to plan ahead at transportnsw.info or via the Opal Travel app.”
Audio help points are also located at each stop which connect directly to staff at Parramatta Light Rail’s Operations Control Centre.
Parramatta Light Rail is the first light rail project in the state to deliver ‘green track’, incorporating it with wire-free technology, in parklands and heritage-sensitive environments along 1.3 kilometres of the alignment. The award-winning ‘green track’ design used 81 per cent less concrete in its construction, reduces noise and urban heat, and delivers environmental and health benefits.
Additionally, a new 5.7 kilometre walking and bike riding path between Carlingford and Parramatta opened to the public in May 2023 as part of the project, providing residents and visitors with more active transport options. Cyclists will benefit from 160 new bike hoops located near the majority of the light rail stops across the alignment, with the trams equipped with four bike spots.
Parramatta Light Rail has converted the former single-track T6 Carlingford Line between Camellia and Carlingford, which ran two train services per hour and stopped 70,000 drivers each day at the historic level crossing on Parramatta Road, Granville to dual-track light rail. This will provide residents with more frequent services
and better connections to town centres, including Parramatta and the Sydney Central Business District.
With the Parramatta Light Rail now operational, bus routes 535, which ran along the Carlingford to Parramatta alignment during construction and testing, and the 900 Parramatta shuttle bus will be withdrawn from service.
By 2026, about 22,000 people are expected to use Parramatta Light Rail every day, with an estimated 130,000 people living within walking distance of the 16 light rail stops.
Parramatta Light Rail was delivered by Ford Civil, Ventia, Diona Ward Joint Venture, Parramatta Connect (CPB Contractors and
Downer Joint Venture), Great River City Light Rail consortium (Transdev and CAF Rail Australia), and their subcontractors.
In the 2024-25 Budget, the New South Wales Government committed $2.1 billion to Parramatta Light Rail Stage 2 to extend Stage 1 and further connect growing communities in Western Sydney between Ermington, Melrose Park, Parramatta, and Olympic Park.
In February 2025, early works commenced on the Parramatta Light Rail Stage 2 Enabling Works project to deliver the first 1.3 kilometre light rail alignment. This will include a 320-metre public and active transport bridge between Wentworth Point and Melrose Park. Major bridge construction is expected to commence in 2025.
The Parramatta Light Rail stages 1 and 2 network from Westmead to Sydney Olympic Park will support the Greater Parramatta and Olympic Peninsula (GPOP) priority growth area, one of Sydney’s fastest growing areas.
With GPOP’s population expected to exceed 277,000 by 2041, light rail will be critical to serve this growing demand and connect residents to key employment hubs, entertainment, and amenities.
Member for Parramatta, Donna Davis, said it is an exciting time for Parramatta, it now has access to a modern and reliable light rail service and new active transport links.
“Delivering a major infrastructure project in the heart of our historic city has been challenging and I want to thank the local community for their patience,” she said. “The big day has finally come Parramatta, enjoy!”
The project required a number of testing periods to ensure it opened smoothly.
This project was the first in the state to deliver green track.
IMAGE: MARK SOTHERAN
IMAGE: STEVE/STOCK.ADOBE.COM
United for net zero
In an effort to decarbonise the transport sector, three industry leaders have joined forces to help the nation achieve its net zero targets.
Transport is Australia’s social and economic engine, meaning collaboration and a total system view will be necessary to achieve a sustainable and efficient transport system under net zero conditions.
In collaboration to accelerate Australia’s decarbonisation journey, three transport leaders hosted a National Decarbonisation Transport Summit in Canberra on 26 June 2024.
United by a shared commitment, the Public Transport Association Australia New Zealand (PTAANZ), Roads Australia (RA) and the Australasian Railway Association (ARA) came together with the support of consultancy ARUP to collaborate on decarbonising Australia.
To recap the outcomes from the event, the National Decarbonising Transport Summit Report was released to identify and discuss the immediate measures the group believes the Federal Government should take in relation to
overall planning and funding.
Joeley Pettit, General Manager Sustainability, Australasian Railway Association (ARA), Ehssan Veiszadeh, Chief Executive Officer, Roads Australia (RA) and Lauren Streifer, Chief Executive Officer, Public Transport Association Australia New Zealand (PTAANZ), discussed the decision to collaborate on the summit and report, as well as challenges facing the industry.
UNITED FOR A COMMON NEED
Ehssan Veiszadeh, Chief Executive Officer, RA described the report and summit as an unprecedented collaboration and a significant moment for the industry.
“To have three industry associations that are responsible for land transport and public transport come together in this way, on an issue like this, it’s almost unprecedented,”
he said. “It represents the scale of the decarbonisation challenge we are facing, displays the level of maturity in the industry at this point in time and an understanding that only through collaboration can we solve these big issues.
“We brought together some of the biggest, most influential leaders in the decarbonisation and land transport space to tackle this issue.”
The report stated Australia’s transport greenhouse gas emissions are the nation’s third largest and fastest growing.
The National Decarbonising Transport Summit began with a crucial reminder.
Staying within a ‘safe operating space’ for people and planet relies on cutting total emissions to 43 per cent below 2005 levels by 2030, and net zero by 2050. Veiszadeh and Pettit said it is time for transformative
change in the way Australia moves its people and goods.
Pettit said the collaboration is necessary, and without intervention, transport is going to be the nation’s biggest emitter by 2030.
“There are some really big challenges that we have to tackle with urgency, and no one part of the sector can do that alone,” she said.
“We recognise that we really need strong collaboration between all parts of the transport sector to achieve these decarbonisation goals.
“It has been really important for us to bring leaders together to start that conversation and to look at how we can fast track our progress by working together.”
CHALLENGES
Challenges in decarbonising the transport sector project differently for the three associations and their members, yet are felt equally across all sectors.
Veiszadeh says the numbers are “quite confronting” when assessing transport emissions on the country’s roads.
“Eighty-three per cent of Australian transport emissions come from road
transport,” he said. “If you dive into that more, 60 per cent of that comes from light vehicles, while 23 per cent is from heavy vehicles.”
Veiszadeh said these statistics demonstrate that if action is not taken in the roads sector, the net zero commitments will not be met.
“This is frightening because we have several challenges facing us, including having certain things expected from us,” he said.
“This could be how we design, deliver and operate infrastructure. It requires a complete mindset change to solve the challenge that has been set to us.
“It is critical that all levels of the supply chain understand and begin to embed that national policy into their operations and delivery.”
Money is also proving to be a challenge according to Veiszadeh, who said operating in a financially constrained environment is the biggest challenge.
“Constrained government budgets and escalating delivery costs are a reality for our sector, and the industry is seeing economic challenges on the horizon,” he said.
“We really need to focus on productivity and doing it in an efficient way by adopting
the right kind of technology, the right kind of skills, taking up the data and optimising our assets.”
Although there is opportunity to achieve an emissions reduction in the public transport industry, there are challenges.
“We have the opportunity to achieve a huge emissions reduction through mode shift,” said Streifer.
“People will not leave the car at home unless they have a convenient alternative that meets their needs.
“Governments must continue planning for mode shift alongside long-term land use and economic planning, to make sustainable travel options including public transport, walking and cycling, the easy choice.
“That means being smarter about how we use our existing infrastructure to get the most out of it, as well as ensuring any new infrastructure enables multimodal, connected journeys.”
When looking at technology pathways for rail, Pettit said 90 per cent of the scope one and two emissions come from the electricity required to power trains in the rail industry.
This is a challenge as Pettit said the sector
The delegates gathered at the National Decarbonisation Transport Summit in Canberra to discuss the future of the countries net zero emissions. Images: Joel
Studies
needs to see the greening of the grids to ensure that passenger rail operations can be decarbonised.
of diesel trains which were operating on our regional networks, both for regional passenger services and for freight,” she said.
that can help us address that problem, but those technologies are developing, and it’s likely that we will need a mix of different solutions over the next couple of decades.”
Pettit asked for a nationally consistent and coordinated approach to planning for that phase, which considers how the industry rolls out supporting infrastructure on the rail networks.
“We need to ensure we have the right fuel and energy sources in the right places to support new technologies. This will ensure that we can collaborate on research and innovation to fast track our progress and adopt these technologies as soon as possible,” she said.
THE POSITIVES
Although there are many challenges to come, Streifer, Veiszadeh and Pettit said there are many positive things being done.
“We see a lot of opportunities here, although it is going to be challenging, it is
at Roads Australia is that people are keen,” he said.
“They’re ready, they’re telling us they want the government involved in the conversations and they are up for the challenge.”
Veiszadeh said the level of collaboration between industry and government is also something to be proud of.
“It has been exciting to be part of this decarbonisation journey with governments, because we can provide a cross section of views which leads to a very holistic view,” he said.
“It’s great to see the whole supply chain turn around and say they’re all up for it.”
Veiszadeh said he is proud that Roads Australia represents a diverse group of members.
“This goal is about building the communities together around mode shift,” he said.
“It is about getting us to that exciting future that also creates value for our members and the community.
“This is a major shift in the economy and in the market, but there are lots of opportunities that our members are quite excited about.”
Pettit said that watching the industry come together for a common goal is something to write home about.
“There is huge commitment from the industry to innovate and to challenge traditional ways of thinking when tackling this challenge, and that’s really exciting,” she said.
“I think it not only presents opportunities
Joeley Pettit.
Ehssan Veiszadeh.
but it also provides opportunities to look at solutions that have benefits in terms of productivity and efficiency.”
It does not go unnoticed by Pettit that praise is due for all parties involved on the report and summit.
“Whether that’s within the sector and looking at different industry partners or working together to solve some of these common challenges, the collaboration is everywhere,” she said.
“There is a really good understanding that we need to work together on these solutions in order to fast track our progress, and certainly that came through very strongly at the summit in June 2024.”
Streifer highlights that Australia can learn from its overseas counterparts.
“In London, around 65 per cent of journeys are currently made by sustainable modes including public transport, walking and cycling. And they’re aiming to increase this to 80 per cent by 2041,” she said.
“PTAANZ is working with our global network to connect Australian decision makers with experts from international jurisdictions that are successfully reducing carbon emissions from transport and creating significant mode shift so we can work out how best to achieve that here.”
TAKEAWAYS AND RECOMMENDATIONS
The report and summit brought forward several major takeaways and recommendations for each sector.
Areas of importance included supporting the investment needed to have harmonisation across national standards.
“We need consistency around reporting requirements, and we need the transformation of data flow right across the supply chain,” said Veiszadeh.
“We must also have carbon considerations, which should be visible and weighted and should be part of the procurement process to drive sector-wide change.”
Veiszadeh said the good news is that the governments are committed to doing so.
“The Federal Government has the intent to do that, and the State Governments are working towards that,” he said.
“But we do need to redesign procurement contracts, particularly at the state level to include decarbonisation at all stages of the life cycle.”
One of the key takeaway messages heard by Veiszadeh, was that all industry leaders represent different parts of the supply chain.
“In the past, different parts of the supply chain have been looked at in a siloed way when it comes to carbon considerations,” he said.
from procurement and the design of those contracts.”
Three key recommendations from the report stood out to Pettit, mostly on why a mode-shift-first approach is needed.
“Mode shift is the area where we can really enact some significant emissions reductions quickly, by using existing technologies,” she said.
“While there are significant uplifts that we can achieve through better planning that drives behaviour change in the long term, any mode shift we can achieve in the short term will have a positive outcome on the emissions profile of the sector.”
renewable technologies.
“In rail that was looking at the rollingstock transition,” she said. “This will require a coordinated approach between industry and governments to make sure that we are planning together to fast track our progress.”
Reduced carbon emissions were the third takeaway noted by Pettit.
“We looked at how we can build sustainable infrastructure to reduce embodied carbon across the transport network,” she said.
“There are some good opportunities to change how we build infrastructure to reduce the embodied carbon across the life of the project.”
Lauren Streifer.
Joint planning for Queensland’s rail future
The Queensland Government is looking to continue upgrading the state’s freight rail network to support forecast freight demand.
The Australian and Queensland governments have released joint project updates for the Port of Brisbane rail freight links and Toowoomba to Brisbane passenger rail business cases.
Port of Brisbane planning investigations included exploring opportunities to improve freight rail connectivity to the Port of Brisbane.
It found forecast freight demand may warrant upgrades to the existing rail network in the coming years, but that a dedicated freight corridor is a longerterm opportunity.
Building on the freight demand analysis undertaken to date, investigations are now underway for potential short, medium and
Local Government, Catherine King said the Australian Government is committed to funding the development of major project business cases and engaging with stakeholders on strategically significant projects.
“We continue to work with the Queensland Government to consider passenger and freight needs in the corridor between Salisbury and Beaudesert and investigate efficient and reliable freight access to the Port of Brisbane,” she said.
“It is also important we do the planning work necessary to ensure the entire Queensland rail network maximises the benefits of Inland Rail over time, which may include exploring opportunities for
It found the future delivery of Inland Rail in Queensland provides an opportunity to integrate better passenger rail services with future freight operations on Inland Rail infrastructure.
The next stage of planning, which may include a detailed business case, would be undertaken closer to the time of Inland Rail delivery in Queensland.
Queensland Minister for Transport and Main Roads, Bart Mellish said high quality public transport infrastructure will play a critical role in servicing growing and new communities in South East Queensland.
“Together with the Australian Government, we have undertaken planning and confirmed heavy rail is the optimal
The government is planning for the future of heavy rail in Queensland.
for improving passenger rail between Toowoomba and Brisbane building on the opportunity provided by the Inland Rail project.
“In partnership with the Australian Government, we are also continuing to undertake investigations to ensure efficient and reliable freight rail access to the Port of Brisbane.”
The Australian and Queensland governments are also continuing to work together to progress planning and corridor protection for the Salisbury to Beaudesert Passenger Rail project.
The recently released Salisbury to Beaudesert Summary Report identified heavy rail as the optimal transport mode to address forecast passenger demand for the Salisbury to Beaudesert corridor.
Both governments committed $10 million each to undertake the study as part of the Inland Rail Bilateral Agreement.
The Salisbury to Beaudesert corridor runs through some of the fastest growing areas in South East Queensland and forms part of the Queensland Government’s vision for the region’s rail network.
Growth areas such as the Greater Flagstone Priority Development Area will play a critical role in the future shape of the region and need to be supported by a high quality, safe and reliable public transport network.
Federal Treasurer Jim Chalmers spoke about the report.
“We’re doing the detailed planning work required for this project because we know
benefits for people in our area,” he said.
“New transport infrastructure is crucial to creating new jobs and opportunities and making it quicker and easier to get around our community.
“This is what happens when you get state and federal governments working together and investing in our community in the best interests of local people.”
Joint work is also continuing on the South East Queensland Inland Rail
Federal Government will contribute up to $10 million for a joint business case to consider the development of an intermodal terminal in Brisbane to support Inland Rail. The proposal identifies the need to provide intermodal terminal capacity for a growing freight task in South East Queensland and the capability to support a higher performance train service from Inland Rail, with 1,800 metre-long doublestacked trains.
The government is working to understand the needs of Inland Rail.
The Federal and State governments are planning for rail access to the Port of Bribane.
Passenger rail
A new beginning
Perth is now home to a new 21-kilometre train line connecting the north east.
People in Perth’s north east are now connected to affordable, world-class public transport, with the METRONET Ellenbrook Line officially opening on Sunday 8 December – marking the biggest expansion of Perth’s rail network in more than 16 years.
Delivered by the West Australian Government, with funding support from the Federal Government, the new line will connect tens of thousands of people in Perth’s growing north-eastern suburbs to the rail network for the first time.
The 21-kilometre line includes five new stations at Morley, Noranda, Ballajura, Whiteman Park and Ellenbrook, and will tie in with the new Bayswater Station that opened in 2024.
Australian Prime Minister Anthony Albanese spoke about the importance of projects such as this.
“A well planned and accessible public transport system is a game-changer for local communities, and the Ellenbrook Line will make it easier for thousands of residents to travel to and from the CBD,” he said. “I’m proud my government could partner
with the Cook Government to deliver this transformational project.”
Western Australian Premier Roger Cook said METRONET will change lives in the north-eastern suburbs, providing a fast and affordable link to the city.
“I want to thank the thousands of workers that have built this game-changing infrastructure, and I want to thank the community for never giving up,” he said.
Each station has modern facilities with a total of 3,300 parking bays and 335 bicycle storage racks, with trains to operate every 12 minutes at peak times and every 15 minutes outside of this.
The journey from Ellenbrook to the city will take only 30 minutes – less than half the time it currently takes on public transport.
Travel to and from Ellenbrook will be free on Sundays for everyone and free for students travelling to and from school. Generally, it will cost as little as $4.68 on the government’s two-zone fare cap, delivering affordable transport while stimulating local employment, education and tourism opportunities.
There will also be significant improvement in bus services north-east of the city to support the new line, with about 100 new buses being brought into service, adding around five million bus service kilometres every year.
West Australian Transport Minister Rita Saffioti spoke about the project, noting her pride in seeing it complete.
“It’s been coming for a while, but I am very happy to be able to say today that Ellenbrook finally has a train,” she said.
“I am proud to be part of a team that gets on with the job of delivering on its promises and I am proud of the community for never wavering in their determination to see this train line delivered.
“I am thrilled for the communities in our north east who finally get their train, and look forward to seeing the Ellenbrook Line serve the community for decades to come.”
At the 2017 election, the current government promised to deliver the line and, when coming into government, immediately commenced planning. A contract to construct the new line was awarded in late 2020, with
The new line heralds a milestone in Perth’s public transport network.
IMAGE: METRONET
early works beginning immediately, and major construction starting in the second half of 2021.
Construction has supported approximately 6,500 jobs, including 332 apprentices, 140 graduates and 290 Aboriginal employees.
Federal Infrastructure, Transport, Regional Development and Local Government Minister Catherine King said METRONET has truly set a remarkable standard in both design and delivery.
“Perth’s transport system now ranks among the world’s best, exemplifying efficiency and excellence,” she said. “We take immense pride in having supported such a visionary and transformative project.
“These new train stations are not just modern and world-class but also stylish and designed with the community and sustainability at the forefront. They are vibrant, welcoming spaces that beautifully integrate local stories and environmental considerations.
“I congratulate the design teams and construction crews for their outstanding efforts in bringing these exceptional stations to life.”
The state-of-the-art stations will unlock economic development in the local community including commercial and housing opportunities linked to major infrastructure and services.
The construction included a number of major projects and milestones including:
• demolition and reconstruction of Broun Avenue Bridge
• removal of the iconic Bayswater Bridge
• tunnelling under Tonkin Highway
• delivery of a 900-metre-long viaduct through Bayswater
• three new intersections and roads to access stations
• two rail pedestrian underpasses
• three road pedestrian underpasses
• footbridge over Tonkin Highway to access Ballajura Station
• 20 public art pieces across the line Ellenbrook has been one of Perth’s fastest growing areas.
The annual population growth rate has exceeded six per cent, making it an attractive place to live, work and study for the now 50,000 local residents.
Perth’s north east is now better connected with five new stations.
The first day of service was well attended by the local community.
Converge is Australia’s premier event for Sub-Contractors, Project Engineers, Council Fleet Managers, and Large-Scale Construction Contractors across the municipal works, civil construction and infrastructure space.
Through a mixture of live demonstrations, equipment showcases, and conference spaces, Converge will bring industry experts together to share knowledge and deliver solutions for building and maintaining Australia’s future.
A national approach to a digital railway
A technology pathway is being developed across Australia’s freight and passenger rail networks. This will improve connections between cities, regions and ports and set the foundation for a modern, digitised national rail system.
Taking a nationally connected approach to rail modernisation is a critical focus of the National Transport Commission ’s National Rail Action Plan (NRAP), which is working to support the consistent adoption of rail technologies, standards, rules and skills training.
“We’re now seeing a clear understanding across the sector that interoperability is not just about getting the same gauge where trains can run across the same tracks,” National Transport Commission (NTC) Chair Carolyn Walsh said. “It’s about digitalisation, data and innovation.
“Modern train control technologies like the European Train Control System (ETCS) are a digital language which form the foundation for a digitised railway and create
opportunities for using data to optimise network operations, such as timetabling and asset management.
“If the digital systems that we’re adopting around the country are interoperable, we can lift safety and productivity across networks while collecting a wealth of data that gives operators a fantastic opportunity to optimise other parts of Australia’s rail network.”’
To achieve this, rail needs a digital signalling and communications solution that connects growing cities and key interstate passenger and freight services to ports.
Europe, the United Kingdom (UK), North America and Asia have been on the digital, interoperability journey for decades and the NTC, along with governments and industry, has been learning from global experience.
Walsh said her personal takeout from a recent European study tour with the Australasian Railway Association (ARA) was that ETCS was very sound and likely to be the best option for Australia in the future, but it needs to be done in a smarter, more standardised way. In Australia, ETCS is already being used on the Adelaide network, some heavy haul networks and is being rolled out in Sydney and Queensland.
Joern Schlichting, one of the world’s most experienced rail signalling project managers who was responsible for some of the first ETCS projects in Germany (including high speed), told the NTC’s Future Rail Technology Forum that ETCS could be fitted in both urban and rural areas and configured so that it’s scalable for different environments.
IMAGES: NTC
Digitalisation has a critical role to play in improving connections.
Industry Associations
“It gives you the ability to configure the system the way you need it, whether it is for high density routes or low-density environments, including rural areas,” Schlichting said.
In Australia, the NTC is working to make sure it is a practical option for parts of the country’s railways which are far sparser with less traffic.
Another big lesson from Germany and the UK is that a national approach is needed to coordinate the rollout of digital systems.
“What we learnt is that the systems have to be implemented in an order that strategically makes sense,” Walsh said.
“It’s very important that we make investments in the right sequence to get the best outcomes. Not only for investments in rail infrastructure, but we also need to understand what it means for rolling stock operators, particularly freight operators who are buying locos, so they are compatible with the new systems, or refitting existing ones.
“We also need a cost benefit sharing arrangement across industry to ensure we optimise investment and don’t go slow because no-one wants to be the first one
out there carrying the additional costs of research and development.”
The big risk for Australia now is that networks are progressing signalling solutions at their own pace, Transport for NSW, Chief Engineer, Christian Christodoulou said.
“If we don’t address this and get it right, potentially we’ll be constructing more of the interoperability challenges which we face today,” Christodoulou said, adding that governments have a big role to be market shapers and create an environment where networks can collaborate and have consistency and alignment as well governance for implementation.
Over the next year Australia’s infrastructure and transport ministers will be making collective decisions on the future of Australia’s rail network, setting out a national interoperability pathway for signalling and communications systems.
Ministers will also make decisions on a new approach to introduce Australia’s first mandatory rail standards to drive interoperability. This requires getting the right people in the room to help shape advice to ministers, Walsh said.
The NTC is bringing together rail infrastructure managers, rolling stock operators, network owners, unions, regulators and industry bodies to inform the next steps.
Chief engineers and senior rail policy people from New South Wales, Queensland, Victoria, the Commonwealth and the Australian Rail Track Corporation have formed an Interim Configuration Control Board (ICCB). The ICCB is chaired by the NTC, with an initial focus on supporting the development of an interoperable signalling pathway.
“The interim CCB is very important as it provides a mechanism for drawing the networks together and the authorisation to steer organisations towards working in the national interest,” Walsh said.
MANDATORY RAIL STANDARDS
Important work for the NTC in 2025 will include development of Australia’s first mandatory rail standards. These will ensure that new technologies introduced are interoperable, provide a single on-board interface for drivers, and help streamline rolling stock approvals.
The NTC aims to improve connections across networks.
The NTC will also be consulting industry on the governance arrangements needed to develop and implement national standards.
“Mandatory standards will give certainty to industry and the confidence to make significant investments knowing that this is the way forward for Australia,” Walsh said. “This means mandating some standards and harmonising others.”
Having a master plan for rail technology and national standards will lead to better conditions for Australia’s local supply chain as well, National Rail Manufacturing Advocate, Jacqueline Walters said.
“If we can have that interoperability, that vision for where the technology of the Australian rail networks is heading, then we get a much better environment for local suppliers,” Walters said.
“At the moment, procurement pipelines are lumpy, it’s boom or bust, so it’s difficult for suppliers to make confident investments in their workforce and in their capital assets – the machines, tools and software they need to be competitive.”
Building a workforce is also limited by a scarcity of skilled workers and a lack of interoperability and recognition of skills and training across networks. Right now, Australia’s rail networks have 12 separate
rule books and many different standards, operating rules and processes. This affects 35 per cent of rail safety workers who operate across multiple networks and 43 per cent of workers in the rail industry supply chain, according to the ARA. These workers need to be trained in the specific rules of every network on which they operate.
“A train driver, for example, needs to understand and be trained in up to seven different operating systems and rule books to take a train across the country,” Walsh said. “The NTC’s goal is to achieve one national rule book supporting interoperability on the national network, that is centrally managed and adopted by all rail infrastructure managers and training organisations.
“By streamlining operating rules and processes we can reduce the knowledge burden on workers, improve safety and drive down the costs and time lost to training.”
As a first step, the NTC is working with the ARA and the Rail Industry Safety and Standards Board (RISSB Australia) to develop a set of common operating rules and practices. A line-by-line comparison of nine current rule books has identified rules with the most commonalities and
prioritised them for standardisation. The NRAP program is also working to reduce red tape and make it easier to get new trains registered and approved to run on networks. And to identify and grow the specific skills needed to build, operate and maintain new digital train control systems.
To guide its work and give rail transport operators a clear understanding of where new reforms will apply, the NTC has developed an interactive National Network for Interoperability (NNI) map. The NNI is made up of the interstate freight and passenger lines linking Australia’s major ports, regions and passenger terminals. It includes the corridors and interfaces between networks where achieving interoperability is crucial to improving the safety and efficiency of Australia’s railways. Operators on the NNI will be required to have an Interoperability Management Plan and show they have considered interoperability impacts when making changes to their network.
“There’s so much momentum going on right now with people coming together and thinking about the future of rail in Australia,” Walsh said. “We’re only going to get great outcomes if we continue to talk and collaborate.”
The NTC is working closely with other organisations on this critical project.
A path to innovation and cost savings in the Australian rail industry
The Australasian Railway Association (ARA) is seeking to improve Type Approvals in the sector.
As we move into 2025, with a robust pipeline of transport infrastructure projects underway, it is incredibly timely — and truly exciting — that the industry has reached an historic agreement to implement a National Product Type Approval Framework (PTAF).
This is a monumental milestone, not only for the rail industry but for all modes of transport. The fact that both industries have come together to resolve this longstanding issue – one that has hindered productivity and innovation for decades – is an achievement worth celebrating. If we can channel the same bipartisan energy into addressing decarbonisation, the whole community will see significant benefits in the near future.
Inefficient and fragmented Product Type Approval processes in the transport industry have long been a major challenge, driving up costs and impeding supply chain efficiency and hindering innovation. The commitment across jurisdictions to align on national standards marks a significant win and will be transformative for the industry as a whole. It will reduce duplication and foster efficiency, innovation, and cost-effectiveness.
It will support an environment where the rail industry, which plays a vital role in the nation’s passenger and freight transport infrastructure, will continue to thrive, and ensure the Australian rail sector remains competitive in the global market.
THE IMPORTANCE OF PRODUCT TYPE APPROVAL PROCESSES
Product Type Approval processes ensure that rail products are fit-for-purpose and meet safety, performance and interoperability standards and regulatory requirements.
The ARA has advocated on behalf of industry for the past several years on the benefit of developing a nationally consistent Product Type Approval Framework – which would save the industry about $40 million annually by eliminating redundancies and expediting approval processes. This figure
will be much higher when taking into consideration the PTAF applies to all modes of transport.
The report estimating the economic cost of Type Approval processes in the Australian rail industry, commissioned by the ARA and Rail Industry Safety and Standards Board (RISSB), shows that the rail industry incurs $230 million annually due to duplicated type approval requirements across jurisdictions. This duplication often involves redundant documentation, studies, trials, and evaluations for the same product across different rail networks, which stifles efficiency and innovation.
The 2022 report by Synergies Economic Consulting has been a springboard for change over the past few years and it is very encouraging that the industry is finally seeing strong commitment from government to properly address this issue.
In recent months, the Commonwealth (ARTC), New South Wales, Queensland, Victoria and Western Australia have expressed interest and some jurisdictions have already signed the Memorandum of Understanding to adopt a National Type Approval Framework and the ARA is looking forward to seeing the benefits of the rollout in 2025.
NATIONAL PRODUCT TYPE APPROVAL FRAMEWORK
This pivotal strategic initiative to standardise and streamline type approval processes for products across transport and asset classes was spearheaded by Transport for NSW and the Department of Transport and Planning (DTP) Victoria.
The goal of the National Product Type Approval Framework is to enable harmonisation across transport modes and jurisdictions and deliver value creation by proactively reducing cost and improving efficiency in the product type approval process. This framework will guide the development of supporting processes to ensure consistency and harmonisation of
product type approval across jurisdictions achieving multimodal outcomes where practicable.
Since 2021, Transport for NSW has led a working group to develop the framework in collaboration with 49 members from different modes and jurisdictions across Australia, industry experts, transport operations and industry bodies.
The initiative aligns with the National Rail Action Plan to enhance safety and promote regulatory consistency across Australian transport networks.
The framework also informed the principles of the revised AS7702 Type Approval for Rail Equipment standard released by RISSB in 2023.
The framework is built around 10 core principles intended to foster knowledge sharing, build trust and reduce duplication of effort through shared assessments across different jurisdictions and transport modes. These principles are designed to support a risk-based, efficient, and timely approval of products.
Ahead of a national, staged rollout planned for 2025, a pilot trial of the framework was conducted in collaboration with TfNSW and DTP Victoria in 2023 and 2024. The project utilised the technical capabilities, expertise, and resources of Transport Certification Australia (TCA), National Transport Research Organisation (NTRO), AECOM, the Australian Rail Track Corporation (ARTC), Queensland Rail, industry partners, and industry bodies to evaluate the framework before national adoption.
The pilot included three interconnected trials for 16 products (eight approved in New South Wales and eight in Victoria, including four rail electrical and signalling products and a level crossing product) designed to assess the framework’s effectiveness:
• NTRO: A trial for the Rail Safety Systems
Rail Active Crossing Safety System (RAXS), aimed at enhancing railway safety and efficiency.
Caroline Wilkie, Chief Executive Officer, Australasian Railway Association
• TCA: A trial involving eight road civil products, each already approved by one jurisdiction, to test cross acceptance and mutual recognition:
• Four products approved by DTP
• Four products approved by TfNSW
• AECOM: A trial involving eight rail-related products:
• Four electrical products
• Four signalling/ control systems
• Each product previously approved by one jurisdiction, with four by DTP (MTM) and four by TfNSW
• All products have been previously approved by one jurisdiction, four by DTP (MTM), four by TfNSW
The outcomes of the pilots confirmed the value of a streamlined approach.
BENEFITS OF THE NATIONAL FRAMEWORK
Historically, type approvals have varied across jurisdictions and transport modes, creating inefficiencies and discouraging the adoption of innovative products that could improve asset performance and operational efficiency.
Industry stakeholders have expressed concerns that current processes are overly complex, time-consuming, and difficult to navigate, hindering both innovation and value creation.
Product type approval is critical for ensuring that rail equipment meets stringent safety, operational, and interoperability standards. A robust and consistent type approval system offers the following benefits: Safety assurance: By evaluating products rigorously, type approval
minimises risks associated with equipment failure.
Interoperability: Uniform standards enable equipment and technologies to be used across multiple jurisdictions and rail networks seamlessly.
Enabling innovation: Streamlined approvals lower barriers for introducing new technologies and commercialising innovations.
Cost efficiency: Reducing duplicative processes saves time and money, benefiting rail operators and taxpayers alike.
NEXT STEPS
The National Product Type Approval (NPTA) Steering Committee, comprising representatives from New South Wales, Victoria, Queensland, Western Australia and the ARTC, has outlined a comprehensive action plan to bring the framework to fruition.
Through the signing of a MoU, all parties commit to adhering to the fundamental principles of the framework, thereby ensuring consistency, transparency, and integrity in the approval mechanisms. This collaborative undertaking is anticipated to achieve the following objectives:
• Reduce redundant work and associated costs through shared assessments.
• Facilitate faster and more efficient approval processes via a harmonised approach.
The framework ensures that all parties actively collaborate and share information, which enhances transparency
and aids in aligning strategies across different jurisdictions.
The project is focused on developing a comprehensive strategy for change management and implementation. This strategic development includes several key components:
• The Product Type Approval Guide: This guide will provide detailed instructions for navigating the product type approval process under the new framework.
• Product Type Approval criteria: Clear assessment and evaluation criteria will be designed to outline which products require type approvals and assess the value creation potential of approving products.
• Competency framework: A framework to define the required skills, knowledge, and abilities necessary for third-party assessors involved in the product type approval process ensuring the expertise and decision-making within the teams.
• Change management strategy: This strategy will address how the framework will be implemented, ensuring smooth transitions and minimising disruption.
• Initiate a phased integration of the proposed PTAF. Beginning with an early adoption strategy in DTP Victoria and TfNSW, this approach allows for iterative learning and adjustments, setting a robust foundation for broader implementation. With the framework laying the groundwork for streamlined processes, the rail industry is poised for a future of enhanced safety, innovation and economic efficiency.
The Harmonisation of Rail Standards launch earlier this year.
IMAGE: ARA
A big year ahead
PWI NSW has had a busy 2024 but has a lot of exciting programs coming in the near future.
As we enter 2025, Permanent Way Institution (PWI) is more committed than ever to fostering a vibrant, engaged, and forwardthinking membership. Our focus is firmly grounded in our four key pillars: community, pathways, knowledge, and resilience. These pillars are not just words; they represent the foundation of what we do and the values that guide us as we navigate the everevolving rail industry.
Community is the heart of PWI. We proudly provide our members opportunities to connect, share, and grow together. In 2025, we will continue strengthening this sense of belonging through initiatives that bring our community closer. From our muchanticipated Annual Golf Day to the Winter Dinner, these hallmark events offer moments of camaraderie that solidify relationships and build new connections. Additionally, our PWI Fellowship continues to bring together some of the best and brightest, fostering a sense of unity and pride within the industry.
We are also exploring new ways to celebrate our community by introducing additional networking opportunities that cater to diverse member interests.
Pathways are vital as we look to the future. We provide clear and supportive routes for career development within the rail industry. Our flagship programs, such as the Lunch ‘n’ Learn series and industry site visits, allow members to expand their horizons, gain insights, and develop professionally. In 2025, we will look to enhance these offerings and introduce new pathways that support a dynamic and adaptable workforce ready to meet the demands of the rail sector. We are also planning to launch mentorship programs, pairing experienced
professionals with emerging talent to ensure the transfer of knowledge and our members’ continued growth.
Knowledge is the cornerstone of our mission to empower our members. Through our Technical Meetings in both city and regional locations, we provide platforms for sharing insights, discussing challenges, and exchanging solutions. These meetings ensure our members are equipped with the most up-to-date information and best practices. The PWI Awards also play a key role in celebrating and disseminating knowledge by recognising and showcasing outstanding achievements within the industry. As we move into 2025, we are excited to expand these platforms and find innovative ways to deliver knowledge to our members. We are also looking to leverage digital tools and resources to make learning more accessible, ensuring members can benefit from these initiatives regardless of location.
Resilience defines our commitment to preparing our members for both opportunities and challenges. The rail industry is dynamic, and adaptability is key to success. Our Annual Conference, Executive Breakfast, and new initiatives are designed to address today’s pressing issues while equipping our members with the tools and strategies to thrive in the future. In 2025, we will continue to build resilience by fostering a proactive mindset, promoting leadership development, and encouraging collaboration across the sector. We also emphasise mental health and wellbeing through dedicated programs that ensure our members are supported in every aspect of
their professional lives. In addition to these key initiatives, we are thrilled to explore new opportunities to further enhance PWI membership’s value. While the details are still under wraps, our team is working diligently to develop programs and events to excite and inspire our members. These future-focused initiatives are designed to keep PWI at the forefront of the rail industry, ensuring we remain a trusted and essential partner for all our members. Whether through cutting-edge technology, enhanced networking opportunities, or tailored educational programs, we aim to provide a membership experience that exceeds expectations.
As we look to the year ahead, we are energised by the possibilities that 2025 holds. Our commitment to our members and our pillars will remain at the core of everything we do. We aim to create a membership that is dynamic, ready for the future, and deeply rooted in a shared vision of excellence and collaboration. Together, we will continue to foster innovation, adapt to industry changes, and create a stronger, more connected rail community.
We want to take this moment to wish each of our members and partners an amazing 2025. Your contributions, passion, and dedication drive our success and continually inspire us to raise the bar. Together, we are shaping the rail industry’s future and building a legacy of which we can be proud.
Here’s to an exceptional year ahead with
IMAGE: PWI
The PWI will continue to provide opportunities in 2025 for the industry.
IN THE FIRST MONTH AND COUNTING
Sydney Metro is Australia’s first fully automated rail passenger system. As the Trains and Systems Integrator and Operator, MTR along with our partners are proud to be part of the team that is reshaping the way people move around our world-renowned city. Visit