I S S U E 01 | F E B R U A RY 2021
W W W. R A I L E X P R E S S . C O M . A U
Imagining the light rail systems of the future Thales is designing the technology now for tomorrow’s mobility needs - SEE PAGE 26
Victoria’s rollingstock strategy
Major project updates from AusRAIL
ONRSR investigating training standards
PAGE 42
PAGE 46
PAGE 50
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Contents Issue 01 - February 2021
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From the Editor News up front
LIGHT RAIL A digital future for light rail 26 30 Track components designed to withstand the harshest environments. 32 The innovations built into Alstom’s next generation trams 34 LRC delivering on a history of expertise 36 Can trackless trams answer the light rail challenge? 38 Updates from light rail projects around Australia
32 38
42
ROLLINGSTOCK 42
Victoria’s rollingstock strategy
M A J O R P ROJ E CT S & E N G I N E E R I N G 44 Why data analysis will be at the core of programme management 46 What does 2021 have in store for Australia’s major rail projects? WORKFORCE & TRAINING
52
50 Are rail workers getting the right training for a safe rail environment? P LA N T, M A C H I N E R Y & E Q U I P M E N T 52
Rubber-tyred gantry cranes from Mi-Jack
EVENTS 55
ILS gets a dedicated stream at ASCI2021
S A F E TY & A S S U R A N C E I S S U E 01 | F E B R U A RY 2021
W W W. R A I L E X P R E S S . C O M . A U
56
Imagining the light rail systems of the future Thales is designing the technology now for tomorrow’s mobility needs - SEE PAGE 26
COVER STORY What might a light rail system in 10 years look like? Rail Express talks with experts at Thales who are leading the way with this mode.
Victoria’s rollingstock strategy
Major project updates from AusRAIL
ONRSR investigating training standards
PAGE 42
PAGE 46
PAGE 50
SUPPORTED BY:
See page 26.
A message from RISSB
I N D U S T R Y A S S O C I AT I O N S 59 60
The post-COVID new normal: ALC Priorities for the ARA in 2021
CO N T RACT S 62
Sydney Metro, Suburban Rail Loop and more.
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From the Editor Issue 01 - February 2021 Published by:
Connor Pearce 11-15 Buckhurst St South Melbourne VIC 3205 T: 03 9690 8766 www.primecreativemedia.com.au Publisher Christine Clancy E: christine.clancy@primecreative.com.au Chief Operating Officer Zelda Tupicoff E: zelda.tupicoff@primecreative.com.au General Manager (Sydney) Terry Wogan E: terry.wogan@primecreative.com.au Group Managing Editor (Northern) Syed Shah E: syed.shah@primecreative.com.au Editor Connor Pearce E: connor.pearce@primecreative.com.au Business Development Manager Oliver Probert T: +61 435 946 869 E: oliver.probert@primecreative.com.au Client Success Manager Janine Clements E: janine.clements@primecreative.com.au Design Production Manager Michelle Weston E: michelle.weston@primecreative.com.au Art Director Blake Storey E: blake.storey@primecreative.com.au Design Kerry Pert, Madeline McCarty Subscriptions subscriptions@primecreative.com.au
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Assistant Editor - Rail Express
Going digital in rail
A
PART FROM THE OCCASIONAL Skype call to friends or family located overseas, before 2020, digital video calls were largely avoided. The slight delay hindered a free-flowing conversation and without a high-speed internet connection, forget about looking at anything more in focus than a mass of face-coloured pixels. As we enter 2021, video calls have become an everyday occurrence. During COVID-19, internet providers stepped up to ensure bandwidth was available, and our conversation patterns shifted to make talking to a screen an (almost) natural experience. While the jury is still out on the scale and speed of a return to in-office working, video calls avoid unnecessary inter-state travel, and break down the tyranny of distance between Australia and New Zealand and our international counterparts, enabling new connections at a pace not seen since the arrival of the internet. Testament to this change in technology, in 2020 AusRAIL was delivered almost entirely via video conferencing software. Presentations were shared and panel discussions facilitated via a medium that no one in 2019 would have predicted would be ready for an event of this scale. This experience is testament to the ability of the rail industry to quickly and effectively adopt digital technology. Albeit spurred on by the necessities of COVID-19, as we move from the respond mode of 2020 into the rebuild of 2021, there is the opportunity to re-imagine the use and deployment of digital tools across the rail sector.
In this edition of Rail Express we look at what a digitally-enabled rail sector could look like. Starting with light rail, digital technology can improve the customer experience, ensure a more reliable service, and even simulate the impact of design decisions on accessibility for those with varied needs. When it comes to major project planning and delivery, data is an untapped resource that could dramatically cut decision making time, improving cost, schedule certainty, and improving the risk profile. A note of caution, however. Before we get caught up in the excitement of such a digital future, it is worth questioning how these technologies interact with the fundamentals of the rail system. When it comes to training, for example, online learning can provide more opportunities for greater involvement in rail and address the skills gap, however, there will always be a need for first-hand experience and careful supervision. Similarly, in the design and operation of railways, we must not forget the very physical passenger who the system is for, and ensure that digital technology is integrated in a seamless and efficient way, rather than creating another barrier. While the team at Rail Express is looking forward to seeing our compatriots in person at industry events in 2021, there’s no doubt that we’ll be seeing much more of each other digitally as well, as we discuss the potential of a digital rail industry.
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News
National
Construction begins on next leg of Inland Rail The first sod on phase one of the Narrabri to the North Star section of Inland Rail was turned on Friday, November 27 in the northwestern NSW town of Moree. The occasion marked the beginning of construction on the 171km project, involving track upgrades to the existing rail corridor to support double-stacked freight trains and increase reliability and efficiency on the line. Deputy Prime Minister and Infrastructure, Transport and Regional Development Michael McCormack said that the Narrabri to North Star leg would be the next step in the project. “This year we completed the first section of Inland Rail between Parkes and Narromine, which has enhanced the connectivity of the national network, joining the east-west Perth line to the north and south spine,” he said. In November 2020, the Trans4m joint venture was awarded the $693.8 million contract. Phase two of the project, which involves building new track across the Mehi Gwydir floodplain and upgrading 15km of existing track, is currently in the environmental assessment and technical investigation stage. Phase one is expected to support 500 jobs with the contractor, with benefits to flow to local subcontractors and suppliers in regional NSW. “The $693.8m construction effort on Narrabri and North Star brings immediate stimulus to the regional communities of Narrabri, Bellata, Moree, Croppa Creek and North Star and those townships in between,” McCormack said. “In real terms, it means more money spent locally, more money spent with local, regional and Australian businesses at the same time as building an asset that will benefit our nation for generations.” Once complete, the Narrabri to North Star section will enable regional businesses in north-western NSW access to local and international markets. A report from consulting firm EY earlier in 2020 found that Inland Rail would deliver a $1.7 billion boost to Northern NSW over a 50-year period with economic uplift through supply chain efficiencies and the formation of industry hubs. “Inland Rail is necessary to meet Australia’s growing freight transport task for the next 50 years, and all levels of government are working together to leverage the longterm benefits of Inland Rail to attract new businesses to regional Australia,” said local member Mark Coulton.
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“From the special activation precinct in Moree to Narrabri’s Inland Port, private businesses and industry are setting up shop because they can see the longterm growth Inland Rail is bringing to these regional communities.” EIS FOR NARROMINE TO NARRABRI SECTION RELEASED FOR COMMENT The Narromine to Narrabri (N2N) Environmental Impact Statement (EIS) has been released for public comment. The document covers the longest section of track of the Inland Rail project, 306km of new rail between Narromine and Narrabri in the NSW Central West, via Burroway, Curban, Mt Tenandra, and Baradine. The public is available to comment until Sunday, 7 February 2021. Once the consultation period is over the NSW Department of Planning, Industry and Environment will assess the project, either recommending changes or approving the project. “This 306-kilometre section of new rail infrastructure is essential to deliver the fast, lower-cost and reliable Inland Rail freight Australia needs to meet the growing freight challenge and we must deliver it by listening to and respecting those people who call this land home,” said McCormack. The N2N section has been the most controversial leg of the project through NSW. In July, the NSW Farmers Association and the Country Women’s Association of NSW began legal action over the hydrology modelling for the section. McCormack said that submissions made in the EIS process would inform the final design of the route. $5.5BN EQUITY INJECTION FOR INLAND RAIL ENHANCEMENTS The federal government has confirmed that enhancements to the Inland Rail project will be funded through a $5.5bn equity injection into the Australian Rail Track Corporation (ARTC). The 2020 budget papers included an equity injection of an undisclosed figure into the ARTC to fund the project and today’s announcement clarifies the figure and what it will be spent on. The additional funding will go towards 4,500 extra culverts, nine viaducts, 6.8km of bridges, 10 extra grade separations, 450km of fencing and the removal of
Construction on the next stage of Inland Rail is underway.
139 level crossings. The $5.5bn in funding represents a roughly 50 per cent cost increase for the project, which was originally budgeted to cost $9.9bn and had $9bn in equity committed to the project as of the 2017 budget. Grattan Institute Transport and Cities program director Marion Terrill said that the cost increase was “huge”. “The current route for Inland Rail was first specified in 2010 by the ARTC and at that time they estimated that the cost would be $4.4bn. Then in 2015 they did a full business case and they thought it was going to be $9.9bn. Now this is another $5.5bn injection from the Commonwealth government. It is an enormous increase off the initial cost estimate.” McCormack said the additional money would flow through to local communities. “These enhancements will provide for greater local investment, mean Inland Rail will now support more than 21,500 jobs at the peak of construction and deliver an extra economic boost of $2bn,” he said. While the media release announcing the equity injection did not specify the sections of track which have had designs revised, Minister for Finance Simon Birmingham said that investment was in response to the needs of those along the alignment. “This is about being responsive to the needs of the farmers, businesses and communities who will rely on Inland Rail,” he said. “We’re making improvements to the design to deliver a more efficient network while at the same time supporting even more jobs and more economic activity.” Based on the previous cost estimate of $9.9bn, Infrastructure Australia estimated that the cost benefit ratio would be 1.1:1, meaning for every dollar spent, $1.10 would be returned to the economy.
Federal government commits funds to restart Murray Basin Rail Project The federal government has committed $200.2 million to get work started on the revised Murray Basin Rail Project (MBRP). The funding also includes $5m for planning for the full standardisation of the Victorian freight network, an aim dropped from the revised business case, of which an executive summary was released in October. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said work would include remediating the network after the early stages were left incomplete. “It’s crucial that a reliable rail network is available to efficiently move this grain, mineral sands, fruit and vegetables and wine, and to encourage more of that freight off the road network and on to the rail network,” McCormack said. In October the Victorian government committed $48.8m to the project, the federal funding will cover the balance of the scope of the works. The project’s scope includes re-railing 88km on the Ararat to Maryborough line, signalling works at Ararat Junction and Maryborough Yard as well as work to improve passing loops, electronic train ordering, resleepering, and siding upgrades. Chair of the Freight on Rail Group Dean Dalla Valle said the rail freight industry welcomed the federal government’s funding. “Freight on Rail Group is delighted with the Australian Government’s $200m rescue package of the vital Murray Basin rail freight network – a network servicing one of the most important food and fibre bowls in the nation,” he said. “If this rail freight network in Victoria is not properly maintained or upgraded, then the haulage of bulk agricultural commodities like grain to the ports of Geelong, Melbourne or Portland will quickly shift from trains to trucks. Australasian Railway Association (ARA) CEO Caroline Wilkie also commended the funding confirmation. “This is a huge boost for the Murray Basin and confirms the vital role rail freight will play in supporting the region’s growth and development,” Wilkie said. “It is fantastic to see the federal government getting behind this project to make sure the region can benefit from better access to freight rail as soon as possible. The revised business case dropped the goal of standardising the Sea Lake and Manangatang Lines, which will remain broad gauge. This led to calls from farmers, grain businesses, local governments, and rail experts noting that the project would not meet the freight needs of the region. Rail freight businesses said the revised works scope would get the project back on track, and prevent further mode share loss to roads. McCormack said the federal $5m commitment for a fully standardised network also requires Victorian input. “A key part of the rescue package is $5m for planning to deliver a fully standardised network of the Murray Basin Freight Rail Network,” he said. “I will be asking the Victorian government to match the federal government’s $5m planning funding and come up with a robust plan for full standardisation.” Wilkie highlighted that if left with the remaining broad gauge lines, elements of the rail network would be out of step with the national standard. “A fully standardised rail freight network will create new jobs and opportunity for the region and make the Murray Basin a truly connected part of the national rail freight network.”
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News
National
North East Rail Line upgrade finished ahead of schedule Work on the North East Rail Line will be complete in mid-2021, well ahead of their original completion date. The fast-tracked works program has been underway since July, when the NSW and Victoria border was closed and services were suspended. Coaches have replaced trains between Melbourne and Wodonga since then. Train services are scheduled to return to the full length of the line on Tuesday, December 1 once the NSW border reopens. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said the closure of the line opened up an opportunity to speed up the works. “The Australian government is investing $244 million in the package of works to improve this major rail corridor and we’re now more than three-quarters of the way through construction thanks to the great progress we’ve made while trains weren’t running,” he said. The Australian Rail Track Corporation (ARTC)
led North East Rail Line Upgrade program has been underway since early 2020, and the project has involved tamping, mud hole removal works, and drainage reinstatement along 300km of track. An additional 20 rail bridges have been upgraded than first expected, taking the total number of bridge upgrades to 50 while track turnouts at Seymour and Violet Town have been renewed to improve ride quality and reduce delays. Over 80 level crossings have also been renewed. Victorian Minister for Transport Infrastructure Jacinta Allan said that not only would travellers benefit from improvements to rail infrastructure, but new rollingstock as well, with standard gauge VLocity trains from Bombardier to run on the upgraded line for the first time. “The Victorian government is investing in more comfortable VLocity trains, which will run on the line for the first time once our massive upgrade is complete and the trains have been tested to guarantee safety for
Works have been sped up on the line which carries freight and passenger traffic.
all passengers,” Allan said. “Locals will see the benefits of our accelerated works as soon as trains return to the line, with track upgrades delivering more comfortable, reliable services straight away.” Temporary speed restrictions on the line will also be lifted once trains return. Additional enabling works to enable the standard gauge VLocity trains to run on the line are being conducted by Rail Projects Victoria and the Victorian Department of Transport. Joint funding has gone towards stabling facilities at Albury for the new trains. Other works include work on level crossings and station upgrades at Donnybrook and Wallan.
High Court puts end to Acacia Ridge litigation The High Court of Australia has dismissed the Australian Competition and Consumer Commission’s (ACCC) application for special leave to appeal the Federal Court’s decision on the sale of the Acacia Ridge intermodal terminal. The decision means that Aurizon’s sale of the Acacia Ridge intermodal terminal to Pacific National can proceed, three years after the sale was announced in 2017. In a statement, Pacific National welcomed the court’s decision. “Pacific National welcomes today’s decision and is looking forward to adding the Acacia Ridge Terminal to its network of efficient freight terminals.” The terminal was put up for sale when Aurizon sold off their intermodal business. While Linfox purchased the majority of Aurizon’s intermodal assets, Pacific National took on the Acacia Ridge terminal where the interstate standard gauge network joins Queensland’s narrow-gauge network. The ACCC launched legal proceedings in the Federal Court in 2018, seeking a declaration that Pacific National’s purchase of the Acacia
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Ridge Terminal would substantially lessen competition in the market. In the ruling that followed, Pacific National undertook to not discriminate against rivals through its operation of the terminal. In a subsequent appeal launched by the ACCC, the Full Federal Court found that even without Pacific National’s voluntary undertaking, the purchase of the Acacia Ridge Terminal would not substantially lessen competition. The ACCC has pursued the Acacia Ridge case due to it being a test of Australia’s merger laws, said ACCC chair Rod Sims. “The ACCC faces challenges in contested merger cases where a forward looking merger test is applied. The nature of the test, and the inherent uncertainties in predicting the future, make it difficult to prove that a change in the market structure after the merger will substantially lessen competition in the future,” said Sims. “This task is further complicated by the need to prove that competition is likely to be substantially lessened compared to a hypothetical future in which the acquisition did not occur,” Sims continued.
“These challenges raise important issues for the consideration of whether Australia’s current merger laws are fit for purpose.” In an ASX statement, Aurizon said that the sale can now progress. “Following today’s rejection by the High Court, Aurizon is now able to progress the $205 million sale of the terminal to Pacific National, pending final approval by the Foreign Investment Review Board.” Pacific National has already paid $35m out of the $205m total sale value. Final payment is expected during the second half of the 2021 financial year. In its statement, Pacific National said that with the sale complete, the company’s network of intermodal terminals will continue to assist in the social and economic recovery from COVID-19 by providing essential freight services. “Pacific National is also actively working to ensure the many and varied benefits of Australian rail freight are incorporated into our nation’s growing freight task, including helping to improve road safety, lower emissions, and reduce traffic congestion and truck ‘wear and tear’ on local and state roads.”
News
New South Wales
Work begins on Sydney Metro West Early works have begun on Sydney Metro West, with site preparation works at the site of the future Bays Station underway. The immediate works involve road relocation works to prepare the site to be the dive site for tunnel boring machines. NSW Premier Gladys Berejiklian joined Minister for Transport Andrew Constance and Treasurer Dominic Perrottet in a groundbreaking ceremony. “Sydney Metro West is a life changing mega project which will transform how we get around Sydney and ensure we have the right transport in place to accommodate the city’s growth,” said Berejiklian. “This project will help cut crowding on three major train lines and take tens of thousands of cars off the roads every day.” At the Bays Site, the first of four tunnel boring machines will be launched before the end of 2022. Tunnelling contracts for the project have been split in two, and the first tunnelling contract is expected to be awarded by the middle of 2021. This contract will involve 11km of twin tunnels between The Bays and Sydney Olympic Park. Three consortiums have been shortlisted for this contract: John
Holland, CPB Contractors and Ghella Australia joint venture (JHCPBG JV); Gamuda and Laing O’Rouke Australia joint venture (GALC JV); and Acciona Australia and Ferrovial Australia joint venture (AF JV). A second contractor will deliver the second tunnelling package from Sydney Olympic Park to Westmead. This contract will be selected from the two unsuccessful contractors in the initial shortlist. Constance said that once complete, the project would reshape the way people travelling in the city. “Sydney Metro West will deliver new fully accessible stations at Westmead, Parramatta, Sydney Olympic Park, North Strathfield, Burwood North, Five Dock, The Bays and the Sydney CBD,” he said. “This once in a century infrastructure investment will have a target travel time of about 20 minutes between Parramatta and the Sydney CBD, link new communities to rail services and support employment growth and housing supply.” Perrotet said that the 2020-21 budget had put down the funds needed to get the project started. “The NSW Government is investing tens of
billions of dollars into delivering a new Metro network to connect Greater Sydney, including $2.1 billion in 2020-21 to get the construction of Sydney Metro West underway.”
Work kicked off at The Bays in November.
NSW Budget delivers billions for rail Major rail projects have received billions in funding in the 2020-21 NSW Budget. Handed down on November 17, the NSW government confirmed it would spend $28 billion on Sydney Metro over the next four years, across all three legs, City and Southwest, West, The NSW government will spend $28bn on Sydney Metro projects over the next four years.
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and Western Sydney Airport. The funding will enable works to continue on City and Southwest and preparatory work to start on Sydney Metro West. Early works for the Western Sydney Airport line are expected to begin before the end of 2020. “By 2024, Sydney will have 31 metro railway stations and a 66 kilometres standalone metro railway system, revolutionising the way our city travels,” said Minister for Transport Andrew Constance. “The Sydney Metro West project alone will help double rail capacity between Greater Parramatta and the Sydney CBD, transforming Sydney for generations to come.” Parramatta light rail will receive over half a billion dollars in the 2020-21 year as major construction continues along the line. Stage two, which would add a line from Parramatta to Sydney Olympic Park, did not receive any funding, however, with Constance recently suggesting the project may involve trackless trams.
Over $1.1bn and $4bn over the forward estimates has been put towards More Trains, More Services, which will increase frequency on the Illawarra, Airport, and South Coast lines. In the regions, $43 million has been committed to the Regional Rail Fleet program, which will involve the purchase of new rollingstock and the construction of a maintenance facility in Dubbo. Fast rail will also receive funding, with $31m, $258m over the next four years, allocated to investment in a fast rail network. Constance said that continued investment in the transport network would enable the NSW economy to weather future shocks. “Throughout this pandemic, critical construction and maintenance work across NSW roads and transport networks has kept more than 130,000 people directly and indirectly employed by Transport for NSW,” he said. “The investment in these projects will continue to deliver jobs and create the transport network of the future.”
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News
New South Wales
Roll out of New Intercity Fleet delayed until 2021
Commuters will be able to board the New Intercity Fleet for the first time in 2021.
Transport for NSW has confirmed that the New Intercity Fleet (NIF) will not be in passenger service in 2020, with the trains expected to first run in early 2021. The revised timeline follows industrial action which halted a planned Mission Readiness train test that was planned for November 27 and 28. On November 26 the Rail Tram and Bus Union (RTBU) said its members would not work on the fleet due to safety concerns. “The New Intercity Fleet won’t be moving anywhere unless serious safety issues are fixed,” said RTBU NSW secretary Alex Claassens. “Railway workers refuse to put themselves, their workmates, and passengers at risk by allowing these unsafe trains on the tracks.” Following the threat of industrial action, Transport for NSW cancelled the testing. “While the activities that were planned for this weekend have been postponed, testing and readiness activities will continue up until the train is ready for customer service,” said a Transport for NSW spokesperson. Meetings are being held between the union and Transport for NSW as of Monday, November 30 to resolve disputes regarding the operating model. Two weeks prior an independent report commissioned by the RTBU found that the proposed operating model for the trains was not safe due to the use of CCTV to monitor the train and platform when the train is departing a station. Transport for NSW and the RTBU are reviewing the report and the Transport for
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NSW-commissioned Metcalfe report. The delivery of the NIF has been beset by a number of issues. When the tender for the new fleet was originally released, the documents specified that the trains must be able to operate in a driver-only configuration. Guards would instead take on a customerservice role. In 2018, Transport for NSW confirmed that a second staff member would be present on intercity journeys. The longer and larger trains were also criticised for requiring infrastructure upgrades on the Blue Mountains Line, where only V-sets could run due to the reduced kinetic envelope. With infrastructure upgrades complete and dynamic testing of the trains underway, as recently as October, Transport for NSW indicated in a media release that the trains would run on the Central Coast and Newcastle Line later in 2020, however passengers will not be boarding these trains now until 2021. REPORT CRITICISES NIF OPERATING MODEL An independent report has found fault with the operating model for the New Intercity Fleet (NIF). The report, commissioned by the Rail, Tram and Bus Union, (RTBU), finds that the proposed operating model is not as safe as current practices and does not address good practice in the industry for intercity operations. “The operating procedures need further development and assessment to identify and mitigate the hazards identified,” the report, written by Klaus Clemens from RMAus notes.
A key concern of the report is the use of CCTV to determine whether it is safe for the train to leave the platform. Unlike the current intercity fleet, the guard will remain inside the train while doors are closing. Under the new operating model, where the role of the guard is filled by a customer service guard, the driver, who operates the doors, will be able to view the platform via CCTV. Clemens writes that relying on CCTV over direct observation is a hazard. In addition, Clemens highlights that by having the driver observe the train and platform via CCTV prior to departure conflicts with the driver’s instruction to manage the train by keeping a lookout on the track ahead, and this would be in conflict with network rules. RTBU secretary Alex Claassens said the report confirmed the concerns of the union that the NIF is unsafe. “I’ve written to the Premier warning her that the current operating system for these new trains is unsafe because it doesn’t allow train guards to properly monitor people in the moments before the train departs. The design of this train risks commuters falling through the gaps between the train and platform, resulting in injury or death.” A Transport for NSW spokesperson said that the CCTV technology would enable safe operations. “The CCTV technology will provide the driver and the customer service guard with a clear view of the entire platform in all conditions and platform configurations. “The train is also equipped with sensitive door edges meaning doors will re-open automatically when an object is detected, and the train will not be able to move unless all of the doors are closed.” Currently undergoing testing on the rail network, the NIF are expected to begin operating on the Newcastle and Central Coast Line by late 2020 or early 2021. An independent review commissioned by Transport for NSW, known as the Metcalfe review, found that while the operating model is safe, some changes needed to be made to the operating model to prevent driver distraction. A follow-up review completed in September 2020 found that progress had been made on the recommendations of the original report. Transport for NSW and NSW TrainLink are reviewing the findings of the Clemens report.
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News
New South Wales
Illawarra and South West Sydney join forces for rail connection A new rail line delivered by 2041 will be needed to alleviate congestion between the Illawarra and greater Sydney, a joint report has found. The report finds that with the South Coast Line expected to reach capacity for freight and passenger services by 2036, NSW’s second container terminal set to open at Port Kembla by 2041, and a boom in population and jobs in the two regions, a dual freight-passenger link is necessary between the Illawarra and South West Sydney. Produced by the University of Wollongong’s SMART Infrastructure Facility on behalf of the Illawarra Business Chamber, the report proposes a connection following the longproposed Maldon-Dombarton corridor to then connect to the Western Sydney Airport and Aerotropolis and onto St Marys. “This report provides a compelling case for a south-western rail link to be constructed by 2036 to allow residents of the Illawarra and Wollondilly ready access to the 200,000 jobs that will be created in Western Sydney over the next 20 years, and avoid $229 million in economic losses associated with restrictive freight capacity and $680 million in productivity losses due to commuting by 2041,” said Illawarra Business Chamber executive director Adam Zarth. The proposed South West Illawarra Rail Link (SWIRL) has the backing of Wollongong and Wollondilly councils, which have both recognised the need for better connections between their regions and the jobs growth centre of the Aerotropolis. “Our future prosperity is linked to southwestern Sydney and planning needs to commence now to secure requisite corridors and give the community confidence that their needs are being considered by government,” said Lord Mayor of Wollongong Gordon Bradbery. Wollondilly Mayor Robert Khan echoed his Illawarra counterpart. “We were pleased to support this research, which has shown that our population growth at Wilton will necessitate the construction of a station and a rail connection to the Main Southern Line – delivered most cost-effectively by the South West Illawarra Rail Link proposal.” A Transport for NSW spokesperson said that immediate and long-term solutions would increase capacity on the Illawarra Line. “In the short term, additional capacity on
The South West Illawarra Rail Link would alleviate train and vehicle congestion between Sydney and the Illawarra.
the Illawarra and South Coast lines will be created through the delivery of the Waterfall passing loop. The capacity will meet the needs of freight operations on the line in the short to medium term,” the spokesperson said. “Future interventions to deliver increased capacity on the line include additional infrastructure between Hurstville and Sutherland and the delivery of digital systems solutions on the corridor. “The Maldon to Dombarton rail line will deliver additional freight capacity for the corridor in the long term.” Discussions have long circled around the completion of the partially-constructed Maldon-Dombarton Line, which was halted in the 1980s. However, the SWIRL extends the scope of the line to include electrification of the single track line through to Unanderra, where it would join the south coast line. The proposal also includes a new passenger and freight line between Glenfield Station on the Main South Line to the future Aerotroplis, following the Outer Sydney Orbital corridor. From there, the line would continue to St Marys and the future Western Sydney Freight Terminal near Eastern Creek, following the Sydney Metro – Western Sydney Airport alignment. Earlier in 2020, Transport for NSW gazetted part of the Western Sydney Freight Line rail
corridor to preserve the corridor for the future construction of a rail line. “Transport for NSW is also currently exhibiting for community comment, options for the first part of the Outer Sydney Orbital stage 2 between the Hume Motorway and Appin Road, which will ultimately provide for a direct connection between Western Sydney and the Illawarra,” said the Transport for NSW spokesperson. The SMART report estimates that the full line between St Marys and Wollongong would cost $3.2bn and have a cost benefit ratio of 1.05, meaning the line would make a return for the government on the total investment. The line would benefit freight transport by avoiding capacity constraints which would cost $230m per year by 2041. For commuters, the project would reduce the travel times between St Marys and Wollongong from 155 minutes to 35 minutes. Other initiatives to reduce travel times and increase capacity between the Illawarra and Sydney include a fast rail business case being developed by the NSW government along with the National Faster Rail Agency. For freight, infrastructure works such as the Waterfall Up refuge and upgrades to the Berry to Bomaderry line to support 25 tonne axle loads will increase the efficiency and capacity of the freight network.
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News
Victoria
Melbourne airport rail link no longer up in the air A future train line to the Melbourne airport will utilise the under-construction Melbourne Metro tunnel, Prime Minister Scott Morrison and Victorian Premier Daniel Andrews confirmed on Saturday. The route was confirmed along with a start date for construction and a forecast completion date of 2029. “The airport link is a nationally significant project and Victorians have been waiting a long time for it to become a reality. With construction to start in 2022, the agreement will support up to 8,000 jobs during construction,” said Morrison. Both the federal and state governments have committed $5 billion to the project The airport line will operate as an extension of the Pakenham and Cranbourne line, with trains from the south-east running directly to Melbourne airport. The line will diverge from the current network at Sunshine and a new station will be built at Melbourne Airport. Services will run every 10 minutes and the travel time from the airport to the CBD will be 30 minutes. The line will utilise Melbourne’s new High Capacity Metro Trains.
Andrews said the project would form part of the state’s economic recovery from COVID-19. “This project has been talked about for a long time, it’s key to our recovery and this design means it will benefit all Victorians,” he said. Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge partly explained the rationale behind selecting the Metro Tunnel route, rather than an alternative tunnel to Southern Cross Station, as proposed by the AirRail consortium. “Our objective has always been to deliver a rail connection that is fast, affordable and built as quickly as possible,” Tudge said. “For those in the south east it will mean a trip to the airport without changing trains, and for others just one change.” The selected route has been criticised by regional groups and rail think tanks as substandard, as by using the Metro Tunnel, fewer services from the growing western suburbs such as Melton can use the tunnel’s expanded capacity. In addition, groups such as the Committee for Ballarat suggested that the Metro Tunnel proposal will limit the potential for fast rail from Ballarat to Melbourne. Victorian Transport Infrastructure Minister
The funding begins Melbourne’s long-awaited airport line.
Jacinta Allan said the Metro Tunnel option would enable easier interchanges for regional passengers while the Ballarat Line Upgrade would enable more frequent and faster services. Australasian Railway Association (ARA) CEO Caroline Wilkie said that the project would need to deliver a world-class experience. “The Melbourne Airport Rail Link will be part of visitors’ first impression of the city, so it is essential the project delivers a modern, innovative and responsive solution that will stand the test of time.”
Trains began running over the bridge in December 2020.
The first trains have run over the new Avon River rail bridge in Stratford, three months ahead of schedule. Trains are now able to cross the Avon River at 90km/h, a significant increase on the previous speed limit over the old bridge, said Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack. “After years of having to cross the historic
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CREDIT: REGIONAL RAIL REVIVAL
New Avon River rail bridge opens to passenger trains Avon River Bridge at just 10km/h, trains will now be able to travel much faster, ensuring a boost in reliability and efficiency for passengers catching trains on the line,” he said. Local federal MP Darren Chester said the significant of the newly completed bridge would not be lost on the local community. “The last train passed over the old bridge around 10 days ago in what was a historic moment for Gippsland. Today is equally important as the new bridge is used for the first time.” A works blitz was conducted from Saturday, November 28, to Sunday, December 6 to connect the existing rail line with the new bridge. Upgrades to the McAlister Street level crossing were also part of the 7,000 hours worked by crew. The upgrades to the Avon River bridge are part of wider improvements to the Gippsland Line. With the bridge now complete, focus will turn to the track between Traralgon and Pakenham, said Victorian Minister for Transport
Infrastructure Jacinta Allan. “With the Avon River Bridge now rebuilt to provide people in East Gippsland with more reliable services, we’re not wasting a second getting on with the Gippsland Line Upgrade’s major works to give all Gippslanders more frequent access to train travel and create hundreds of jobs,” she said. VicConnect, a consortium of UGL Limited, Decmil and Arup, has been selected as the preferred contractor for works involving track duplication, extending the Morwell crossing loop, upgrading level crossings and signalling, and adding second platforms at four stations. “This major package of works will have significant benefits for passengers, including 40-minute off-peak frequency for trains between Traralgon and Melbourne and more reliable services right along the Gippsland Line,” said Allan. The project involves a Victorian-first wireless solar-powered level crossing detection technology at Farrells Lane in Stratford.
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Victoria
Suburban Rail Loop construction confirmed to start in 2022 a second – this early phase of construction is going to create hundreds of local jobs and make this huge project a reality,” said Allan.
Drilling and site investigations have continued on the Suburban Rail Loop.
Work will begin in 2022 on the Suburban Rail Loop, with $2.2 billion committed in the upcoming Victorian state budget to Stage One of the project. Victorian Premier Daniel Andrews and Minister for the Suburban Rail Loop Jacinta Allan also confirmed that Stage One will begin at Southland and run to Box Hill. An expression of interest will be released by the end of 2020 for the initial and early works package with a pre-qualification now released to market participants. Andrews and Allan confirmed the location of the six stations for the route. The first will be at Southland, near Cheltenham, with a connection to the Frankston Line. The underground line will then progress to Clayton, Monash, Glen Waverly, Burwood, and Box Hill. Interchanges at Clayton will allow for regional connections, while passengers will be able to interchange to suburban rail services at Glen Waverly and Box Hill. The station locations and corridor alignment was determined after 18 months of geotechnical investigations, site investigations, engineering assessments, and community consultation. The $2.2bn in funding will go towards land acquisitions, utility and infrastructure works, and preparatory works for major construction. Enabling launch sites will be established for tunnel boring machines in Melbourne’s south east. “This investment will pave the way for major construction on the Suburban Rail Loop. We promised to deliver this project and we’re delivering on that promise,” said Andrews. An investment case is expected to be completed by early 2021. Up to 800 direct jobs are expected to
be created from the initial and early works with the entire project creating up to 20,000 jobs during construction, including 2,000 apprentices trainees and cadets. “This is the biggest infrastructure project in Victoria’s history, and it will play a big role in getting our state back on track. Delivering a world-class public transport system – and creating tens of thousands of jobs for Victorians,” sand Andrews. Once complete, the 90km line will link every rail line from the Frankston Line to the Werribee Line. The standalone system will require new, dedicated rollingstock that will be shorter than Melbourne’s existing train fleet, however arrive more often. EXPRESSIONS OF INTEREST OPEN FOR SUBURBAN RAIL LOOP Following a pre-qualification process, construction contractors have been invited to express interest in the first phase of stage one of the Suburban Rail Loop. The work involves upgrading roads and power supplies, building new sub-stations, utility relocation and protection, ground improvements, and preparing sites for the arrival of tunnel boring machines. “This is the biggest transport project in Victorian history and it will transform our state forever – we know that the best construction companies want to be a part of delivering it,” said Allan. Contractors were able to submit their EOI until 2pm January 29, 2021. Some early site investigation works and geotechnical testing for the project have already been conducted to help determine the location of stations on stage one. “We said we’d get on and deliver Stage One of Suburban Rail Loop and we’re not wasting
CEO OF SUBURBAN RAIL LOOP AUTHORITY APPOINTED The Victorian government has chosen to appoint an experienced public servant to lead the management of the Suburban Rail Loop Authority, as planning and early works continue. Frankie Carroll will begin as CEO on January 27, 2021, leaving his role at the Queensland Public Service where he led the Queensland Treasury as Under Treasurer. Carroll has also had experience with major urban rail projects as Chair and Director of Brisbane’s Cross River Rail Delivery Authority. “Frankie Carroll brings a wealth of experience and leadership to the Suburban Rail Loop at an important time in the development and delivery of this transformative project,” said Allan. Carroll’s experience in planning and major construction projects as the head of the Queensland Department of Infrastructure, Local Government and Planning and CEO of the Queensland Reconstruction Authority will be drawn upon as the Suburban Rail Loop begins the next stage of the planning and approvals process. The Suburban Rail Loop is required to prepared and Environmental Effects Statement for Stage One, to assess the project’s environmental impacts and mitigation measures. “We’ve been working closely with the community and key stakeholders as part of the planning and development of the project – and the Environment Effects Statement process is the next step to getting on with this project,” said Allan. Community reference groups have also been formed, with six precinct reference groups (PRGs) now open for applications. The groups cover Cheltenham, Clayton, Monash, Glen Wavery, Burwood, and Box Hill and will facilitate community involvement in the project. “This is another important step in delivering Stage One of Suburban Rail Loop – a vital project that will transform how we move around Melbourne and deliver thousands of local jobs.” As the project progresses, the Expressions of Interest period for the first contract for the first phase of works closes on January 29.
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Victoria
The Victorian government has confirmed $1.48 billion to locally build 100 modern, accessible trams to replace A and Z class rollingstock. The order is expected to support 1,900 local manufacturing jobs and will include a new maintenance facility for the future fleet. “We’re investing in better roads, new trams and buses, and upgrades to keep our transport system safe as Victoria moves to COVID Normal and more people are moving around the network, while tackling transport emissions,” said Victorian Minister for Public Transport, Ben Carroll. The investment in new trams was welcomed by ARA CEO Caroline Wilkie. “When orders like this are placed locally, they drive jobs not just for manufacturers but for many more of the 900 Australian businesses that make up the rail supply chain,” Wilkie said. “Orders of this magnitude provide the scale the industry needs to innovate and grow and is a welcome investment in the future of Australian manufacturing and the wider rail supply chain.” The next-generation trams project has been in the interactive design stage, with indications that the future trams will include on-board energy storage to reduce the need for infrastructure upgrades. The budget also includes $187.6 million in
upgrades for the V/Line network. A total of $438.1m will be spent to support private operators, including Metro Trains Melbourne and Yarra Trams, to provide essential transport services while farebox revenue has fallen due to COVID-19. The budget also specifies figures for investment into a number of rail infrastructure projects. These include $2.2bn to start the Suburban Rail Loop, $2bn for Geelong Fast Rail, and Victorian government contributions to the Shepparton and Warrnambool line upgrades, which are co-funded with the federal government. The Public Transport Users Association (PTUA) welcomed the funding commitments. “The planned upgrade to the Geelong line, and the long-awaited Airport rail line are very welcome,” said PTUA spokesperson Daniel Bowen. “It’s also great to see funding for regional rail upgrades and the Suburban Rail Loop kick-started.” The budget specifies $48.8m for the stalled Murray Basin Rail Project. Other projects in the 2020/21 budget include $276.5m for the Dandenong Corridor, enabling faster train speeds for the incoming High Capacity Metro Trains and local infrastructure upgrades. Victorian Minister for Transport Infrastructure
CREDIT: RAILGALLERY.COM.AU
Vic budget puts funds down for next generation trams
The new low-floor trams will include onboard energy storage.
Jacinta Allan said the spending would stimulate the economy and provide better services for all. “Through regional rail upgrades and a faster train service to Geelong – we’re connecting communities, reducing congestion on busy roads and supporting thousands of regional jobs.” Wilkie said the government’s funding would benefit the community for years to come. “This is a huge investment in rail infrastructure that will change how the people travel to school and work for the better,” Ms Wilkie said. “These projects will deliver a modern, efficient and sustainable rail network to support the growth of the state for years to come.”
VLocity trains on their way to Shepparton The Victorian government has committed to fund stage three of the Shepparton Line upgrade, which will enable VLocity trains to run nine return services a day between Melbourne and northern Victoria. Victorian Minister for Transport Infrastructure Jacinta Allan made the announcement while visiting works underway on stage 2 of the project. The 2020 federal budget also included $320 million for the project. Early works include non-destructive digging, feature surveys, geotechnical drilling, and excavating test pits for soil and groundwater samples. Once stage two is complete, VLocity trains will be able to run between Melbourne and Shepparton, with new stabling facilities established.
“We’re not wasting a minute getting on with the second stage of our Shepparton Line Upgrade – and it won’t be long before passengers are enjoying more comfortable and reliable journeys in our modern VLocity trains,” said Allan. Stage two also involves level crossing upgrades between Donnybrook and Shepparton to make them compatible with VLocity trains and increase safety. Mooroopna, Murchinson East and Nagambie stations will be lengthened to support VLocity trains. A crossing loop extension at Murchinson East will also improve service reliability. Stage two is expected to be completed in late 2022. Stage three will involve further upgrades to enable trains to travel at up to 130km/h, along with signalling and other upgrades to
enable nine return services a day between Shepparton and Melbourne. Local contractors and suppliers wanting to be involved in stage two can register through the Industry Capability Network to provide products and services to the Coleman Rail-KBR joint venture delivering the works. “Major projects like the Shepparton Line Upgrade aren’t just delivering huge benefits for regional passengers, they’re giving local economies across Victoria a boost as our state recovers from the coronavirus pandemic,” said member for northern Victoria Mark Gepp. Stage one of the Shepparton Line Upgrade is complete and enabled 10 extra weekly services along the line with improved stabling at Shepparton Station. Coach services also increased between Seymour and Shepparton.
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News
Victoria
First tunnel boring machine arrives at future State Library Station
The tunnel boring machine is now on its final leg to Town Hall Station.
CREDIT: METRO TUNNEL
Tunnel boring machine Joan has broken through at the future State Library Station, in a step forward for the Melbourne Metro Tunnel project. Following close behind is TBM Meg, which will arrive at the State Library
Station in early 2021. The breakthrough comes after crews completed excavation of the rail tunnels at the station in early December. The 29m-wide, trinocular design will see three tunnels intersect, integrating the platforms and concourse on a single level. So far, 75,000 cubic metres of rock and soil has been excavated to create a space more than 240m long and 30m wide. TBM Joan will now complete her final stage from State Library Station to Town Hall Station. “Our tunnel boring machines forge ahead underneath the city to deliver this project and keep thousands of Victorians in work,” said Minister for Transport Infrastructure Jacinta Allan. Underground columns and roof beams are currently being built at the station, ahead of installation of the concrete lining on the station’s central arch. Construction on other parts of the Victorian rail network have also broken new ground, with work now underway on a $1m upgrade of Kilmore East Station. The funding is part of the state’s response to COVID-19’s economic impacts and is one of 16 stations to have facilities
improved on the north-east corridor. Initial works improve a newly painted façade and landscaping. Upgrades to the carpark and passenger facilities will follow. These include improved lighting, shelter, public announcement system, and refurbished bathrooms. Minister for Public Transport Ben Carroll said that the works were part of satisfying community expectations. “We continue to see growth in the northeast area so we’re delivering upgrades that passengers have asked for to help improve their travel experience.” As part of the Level Crossing Removal Project, construction has begun on the Glenroy Road crossing and new Glenroy station. Utility relocation and foundations for the future rail trench are part of the project, delivered by an alliance of John Holland, Kellogg Brown and Root, and Metro Trains Melbourne. “We haven’t wasted a minute removing level crossings – with 44 already gone, this year we’ll remove a crossing on average every four weeks to improve travel, make our suburbs safer, and supporting thousands of local jobs,” said Allan.
Dual gauge link between Somerton and Port of Melbourne The Commonwealth and Victorian governments have announced $16.2m in funding for a dual-track connection to the Somerton freight hub. The hub will form part of the Port Rail Shuttle Network, which links intermodal facilities in Melbourne’s suburbs to the Port of Melbourne with direct rail services. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said the project would cut up to 20,000 truck trips per year. “The new track will deliver a direct rail route from the Somerton terminal to the docks, via the Port of Melbourne’s $125 million on-dock rail project,” he said.
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Victorian Minister for Ports and Freight Melissa Horne said the project was a win-win. This is a massive win for both motorists and industry, as we continue to reduce congestion and make it easier and cheaper for businesses to use rail freight,” Horne said. “Putting containers on rail will reduce truck movements around the port gate and cut the cost of the last mile, which disproportionately impacts rail freight customers.” As well as the new track, existing tracks will be realigned and other rail infrastructure will be upgraded. Sleeper replacement, installation of refrigerated
container points, and realignment of the existing northern rail access entrance will also occur. Intermodal facility operator Austrak said the company would handle tens of thousands of containers per year within five years. The project is expected to be complete by mid-2022. The announcement of the work in Melbourne’s north follows a similar commitment made to a freight hub in Dandenong, south-east Melbourne, in August. Further funding is expected to be announced for an additional port rail shuttle and associated facilities in Altona, west of Melbourne.
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Queensland
CREDIT: RAILGALLERY.COM.AU
Queensland budget confirms rail manufacturing pipeline
Funding will enable trains to be built locally.
The 2020-21 Queensland Budget has confirmed a $1 billion rail manufacturing pipeline in the state. The budget papers put the money behind Queensland Labor’s election promise to continue building rollingstock in the manufacturing hub of Maryborough. This year’s budget sees $255 million for New Generation Rollingstock and European Train Control System (ETCS) fitment, along with $600m for the Rollingstock Expansion Project. Specifically, the funds will go towards 20 new Queensland trains and the infrastructure needed to build them in Maryborough. $1m will go towards a business case for carriage replacement on the Westlander, Inland and Spirit of the Outback. “We have committed a $1bn rail manufacturing pipeline to lock in long term stable manufacturing jobs in Maryborough and
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supply chains across Queensland, including in Rockhampton,” said Queensland Minister for Transport and Main Roads Mark Bailey. An additional $1.5bn will be spent on Cross River Rail in the 2020-21 budget, with $3.2bn allocated for future years. The funding for new rollingstock in the budget is alongside further funds for rail infrastructure projects. Stage three of the Gold Coast Light Rail will be given $709.9m, while $646m is allocated for ETCS Level 2 upgrades. “The Gold Coast’s iconic blue and yellow trams will make their way to Burleigh Heads with our $709m third stage of light rail underway,” said Bailey. $550.8m will go towards Stage 1 of the North Coast Line Beerburrum to Nambour Rail Upgrade, while roughly $150m will be spent upgrading train stations.
Park ‘n’ ride projects also received funding around the South East Queensland network. Robert Dow, administrator of Queensland rail advocacy group Rail Back on Track, said that while the funding for public transport was welcome, more needed to be done to remove level crossings around the South East Queensland network. “The removal of level crossings has stagnated in SEQ. The last level crossings removed were done in 2014. Since then there has been none. Contrast this to Victoria, which in that time has removed 43 level crossings and is working towards removing a total of 75 by 2025,” he said. With increased frequency on rail lines once the Cross River Rail project completes, ensuring safety and efficiency on road and rail will be a key motivator for level crossing removals.
News
South Australia
CREDIT: RAILGALLERY.COM.AU
Electrification works on Gawler Line increase in cost, handover delayed
While work on the Gawler Line has been delayed, the Flinders Link project opened on December 29.
The finalisation of electrification works on the Gawler Line has been delayed and costs have increased by $100 million. South Australian Minister for Infrastructure and Transport Corey Wingard made the announcement about the project on Monday, December 7, and said that to complete the works, the line would not be handed over to private operator Keolis Downer until late 2021. “To better maintain oversight and the operational impacts of the works, the Rail Commissioner will retain responsibility of the Gawler line for now,” said Wingard. “This will allow for a simpler, more flexible arrangement for managing closures, testing and commissioning.” Wingard said the project has shifted to an alliance contract model to mitigate against potential legal threat arising from the final stages of the project. “We’ve come up with an Alliance Contract model meaning a collaborative approach will be taken to complete the works,” he said. “Without the formation of an Alliance the project would also have been hit with significant delays.” Trains will be replaced by buses from Boxing Day until April, instead of the planned shorter closures in the January and April school holidays. SA opposition leader Peter Malinauskas has called for the government to provide free replacement bus services to compensate for the inconvenience. Rail, Tram, and Bus Union SA/NT secretary
Darren Philips said the delay in handing over the line was designed to give Keolis Downer more time to prepare to operate services. “Delaying the hand-over of the Gawler line gives Keolis Downer more time to fill positions and train up new employees into training intensive positions such as Train Controllers and Train Drivers.” The electrification of the Gawler Line, which has been proposed since 2008, is hoped to increase rail capacity between Adelaide and the northern suburbs, creating an electrified network from Gawler to Seaford, in Adelaide’s south. The program also include electrification of the Dry Creek Rail Car Depot and will see Bombardier’s A-City fleet operate on the line. FLINDERS LINK COMPLETE, TRAINS RUN ON NEWLY EXTENDED LINE A brief shutdown of construction due to COVID-19 restrictions couldn’t stop the newly extended Flinders Line opening before the end of 2020. The former Tonsley Line reopened as the Flinders Line and the first trains ran on the new section of line on December 29. Two new stations also opened, Tonsley and Flinders railway stations, creating a heavy rail link to the health and education precinct in Adelaide’s southern suburbs. “The Flinders Link project extends the existing Tonsley passenger rail line to the Flinders Medical Centre which in turn improves links to the Adelaide Central Business district,” the said Deputy Prime
Minister Michael McCormack. Acting South Australian Minister for Infrastructure and Transport, Rob Lucas, said that the project not only added new infrastructure, but paved the way for additional services. “We’re delivering more than 12,000 additional trips every year including, for the first time, weekend and late-night train services to the city,” he said. “We have listened to the community to ensure the timetables will provide the service residents expect, including making sure medical staff can catch the train for their early morning shifts.” President and vice-chancellor of Flinders University professor Colin Stirling said that the rail line would be an improvement for the institution. “This is a game changer. Students from across greater Adelaide who may previously have struggled to get to Flinders can now get from the CBD to our front door in barely 20 minutes. Each time the train door opens, it’s opening onto opportunities for careers in health, education, science and technology.” The 650m extension includes an elevated track over Sturt Road, Laffer’s Triangle and Main South Road, as well as an integrated pedestrian/cycle path. Finishing works will continue for the coming weeks. During Adelaide’s “circuit breaker” lockdown in November, work on the Flinders Link had to be paused. Rather than opening as originally scheduled on December 26, the first services ran on December 29.
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Light Rail
Building the light rail system of the future What might a light rail system in 2030 look like? It’s the year 2025. A medium-sized city is grappling with issues of congestion and decreasing liveability, due to car-centric urban planning and limited use of public transport. While a bus network serves the city, it is underused, with low frequency failing to entice the public out of their cars. The city does have a stop on the regional rail network, but without turn-up-and-go feeder connections, most residents drive to nearby regional destinations, or fly to larger cities further afield. But, things are starting to change. A new city administration is listening to the concerns of residents who complain about being held-up in traffic, even for short journeys, and would like to spend more time outside, taking advantage of the temperate climate, instead of being stuck in their cars. In addition, as the city is surrounded by protected bushland, there is limited space for the growing city to expand with single occupancy dwellings, and planners are suggesting that
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downtown areas could be densified. To solve these issues, the city’s leaders commission a business case for alternative transport solutions. The consultants come back with a report that notes that even with more bus services via a rapidtransit corridor, experience has shown that residents are unlikely to switch from their established patterns. The final suggestion is for a new light rail network. The solution is the right compromise between the other possible choices and it has has the potential to revitalise the city’s historic centre, provide a reliable and frequent service between key centres, and enable denser living along the corridor. With public support, the city government embarks on the project, and turns to a trusted partner with expertise in delivering light rail projects in cities nearby and around the globe. According to Andrea Bastianelli, LRT & Tramway product line manager for Thales,
this hypothetical city has already done a few things right when it comes to successfully implementing a light rail system. “The first thing the authorities will need to do is to understand the real needs of a city, through investigation, analysis, and consulting with the community. This includes projecting the number of passengers carried, the frequency of the services, and the impacts on the private transportation system. These will change depending on where this new tramway is located; in the urban area, downtown, or a greenfield site,” he said. In this case, the city has decided upon a hybrid route, one that uses a former rail corridor between existing suburbs, travels along a new right-of-way through an urban revitalisation area, and then on the street shared with vehicles, cyclists and pedestrians in the city centre. These interfaces are mapped, and the densification potential around stations is also studied, to give an idea of potential
Interactions between various modes will be key for a seamless transport experience, a digitally enabled service can make this happen.
“While the technological elements are small compared to the civil works, if you put the right attention to the technological package you will have a good benefit in terms of operational performance.” Andrea Bastianelli, Thales, LRT & Tramway Product Line Manager patronage for when the line opens, and in five and then ten years of operations. The city administration sets a goal for total ridership and the percentage mode share by public transport within five years of opening. Glenn Maker, sales director ground transportation solutions at Thales, highlights how critical these steps are in ensuring the system’s future success. “It’s important that there be some careful analysis done of what the customer is looking for in terms of the performance characteristics of the system. In other words, having some clear objectives as to what the city or the transport authority is trying to achieve. All those things are fundamentally important for the future success of the light rail system.” With the planning now done, the time comes for the design of the system itself.
For the civil construction works, the city is looking to maximise the opportunities for local contractors to get involved, however with limited technical experience of rail in the local region, the city turns to its trusted partner for the design of the light rail systems. The city decides that investing now in a sophisticated technological package will future-proof the transport network for decades to come. “While the technological elements are small compared to the civil works, if you put the right attention to the technological package you will have a good benefit in terms of operational performance,” said Bastianelli. “It’s a small package compared to the other ones, but it can have a big impact at the end, so it is quite important.” The chosen systems integrator must also bring together the fixed infrastructure with the
rollingstock and customer-facing platforms. “The technological package essentially leads the integration of all the other elements,” said Maker. “Even though it’s a small part of the total cost of the light rail network, it’s extremely important in terms of how it all knits together, and it has a really important impact on the future operation of the system.” The city’s existing transport interfaces are still moving towards full digitalisation, however a lack of standardisation is still present between each mode. Now, the city’s bus operations are run separately from the smart traffic monitoring platform, and operational data for the regional train network is held by another authority. For its new light rail system, the city adopts a different approach, particularly as a cyber-attack crippled the city’s parking meters and took customer information in the past year. “Within the technological package there are many subsystems, if there is a security issue with one this can impact upon operations,” said Bastianelli. “The security of the system requires continuous management for the entire lifecycle of the network, starting from the design.” Maker highlights that starting with an understanding of what the cyber threats are at an early stage means that security is imbued into the final design. “We design all of our systems from the ground up to be cyber secure, but ultimately
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Light Rail Light rail systems of the future will create more options for people to travel without a car.
monitoring of systems and displaying constant vigilance against what can occur is extremely important, so knowing what the threats are and how your system might be vulnerable is critical.” The next step for this city is preparing for the operation of the network. Already, the city’s downtown is heavily congested in peak hours, and even if the light rail hits its passenger targets, interactions with traffic will be an issue as drivers are unfamiliar with the technology. “One of the things that sets a light rail solution apart from anything else, particularly metro or heavy rail, is the interaction between the light rail network and the road traffic network,” said Maker. “Finding the right balance between those things is a challenge.” Working with its systems and technology partner, the city decides upon an overlay solution that will collect data from the future tramway, as well as the existing data capture systems from the bus network and traffic monitoring platforms. As Bastianelli describes, the city chose a solution like Thales’s data-centric Operational Control Centre (OCC). “We standardise the interaction between the systems. We are able to build an added layer on top of the existing solutions, where you can offer additional information to the final user. This can be used to coordinate the public transportation model in terms of real time supervision or optimise journey times,” said Bastianelli. “This is possible using the standard information in real time
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from the feed and can be used in building day of operations plans according to the actual needs of the customers. In this way you can guide the passengers to different transportation modes, passing from the bus, to the underground, to the mainline.” OPERATING THE LIGHT RAIL NETWORKS OF THE FUTURE It is now 2030. This city’s light rail line has just opened, and early indications are that the system will exceed its projected patronage figures. In addition to the rail infrastructure, the deployment of light rail was also a catalyst for the city to fully deploy a 5G network. While already present in certain locations, the city took the opportunity of a major infrastructure project such as light rail to provide a new level of connectivity across the city. The 5G technology is also a core part of light rail operations. Designed from the start as a “smart” system, the new, 6G-enabled light rail network, enables instantaneous and continuous communication between the vehicle, operational control, and passengers, as well as the wider city. “All the technology in the city is using the same communications standard and each device is a new sensor,” said Bastianelli. “I’m thinking of the crossing light talking to traffic light control for example, and the communication between those systems and the light rail vehicle. The vehicle itself will become a new sensor and provide information
on speed, position, and broader data on the city congestion. Inside the tram, there are thousands of sensors that can increase this information. Above that, is a common framework that is able to integrate all of that data to create additional value than what was possible in a siloed approach.” In 2035, the city has an integrated transportation network that provides commuters with a seamless experience from before the moment they open their front door to when they arrive at their destination. Real time updates are fed to users’ smart devices to give them an up to date arrival time for their autonomous feeder vehicle, which takes them to the closest light rail stop. From there, passengers are indicated to enter the tram where there is the most space to spread out and find a seat. A micro-mobility service is on-hand for travellers with accessibility needs to convey them between their tram stop and final destination. “All the information is linked to the control centre and integrated in the city’s ecosystem because we will use all the same technology,” said Bastianelli. “Previously, this was not the case in the past. In the past there was many technologies available for the same system and, in the future, there will be greater harmonisation of the technology. 5G is the classic example of that, incorporating voice and data all over the one technology standard.” In this city, while the tram is able to
“This Internet of Things (IoT) landscape gives us so much more information that we can feed into how the light rail system is planned, how the operations are planned, and how the operations might need to change on any given day to respond to changes in ridership.” Glenn Maker, Thales, Ground Transportation Solutions Sales Director operate autonomously, a staff member is kept on board to operate the vehicle in the case of emergencies. Using real-time video feeds that are sent via the 6G network to the OCC, an obstacle detection system ensures that potential hazards are seen, the operator is warned, and an accident is avoided. Overall system reliability is enhanced through onboard sensors which warn of any potential faults on the vehicle and tracks. “In the past, you would send people out to do regular checks of the track or particular assets just in case there was some failure that might occur,” said Maker. “Now you don’t need to do that, you have a whole lot of sensors that continually feed information back into the control centre, and you only need to send people out when an asset is
about to fail or if its performance degrades over time and it’s showing that it might be heading towards a failure.” The city is sports mad and luckily the light rail network is ready in time for the city’s hosting of the final of the local football league. With the grand final heading to extra time and then penalty shoot-outs, the stadium communicates real-time capacity levels to the transportation system, ensuring that enough light rail vehicles are operating in time for when fans exit the arena. “This Internet of Things (IoT) landscape gives us so much more information that we can feed into how the light rail system is planned, how the operations are planned, and how the operations might need to change on any given day to respond to changes
in ridership,” said Maker. After a year of operations, customers have taken the light rail system to heart. The network is now a part of the city’s identity, with vehicles even turning up on souvenir tea-towels alongside the city’s iconic museum. Ridership is now increasing on the oftenmaligned regional service, and there are rumblings in favour of a high-speed rail link to the region’s capital. In the only major incident that occurred during operations, realtime CCTV feeds and facial detection software were able to alert supervisors to prevent any serious harm occurring, and the automated response system told incoming passengers to divert to another stop via alerts sent directly to their phones. With all this in mind, and thinking about the possible future light rail systems, Bastianelli highlights that this might not be so far away. “Thales offers a fully integrated, turnkey solution for the final customer. The idea is that you use a common frame based on as much as possible standard and open data to share information and we cover all the subsystems in order to take benefits in the data exchanged between each subsystem. This can be used for predictive maintenance, it can be used for identification of cyber security threats, or it can be used for typical passenger information and announcement systems,” he said. “Already today, we offer this kind of full integration and there will be much more in the future.”
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Light Rail
Making light rail tough Using vulcanised rubber, STRAILastic have a track damping solution that keeps trams moving. Spend any amount of time in Melbourne and the refrain from the 1992 Crowded House hit, “Four seasons in one day” becomes very real. The city’s location between a hot continent and the cool Southern Ocean means that temperature variations of 10 degrees or more can occur in an hour. But temperature changes aren’t unique to Melbourne. A southerly change in Sydney can turn a 40°C day into a 20°C evening, and southeast Queensland’s tropical storms can also cause the mercury to rapidly descend. Besides wreaking havoc on any idea of what to wear for a day, these temperature variations also place stresses on infrastructure, particularly those in exposed environments. In many cases this includes tram and light rail tracks. Whether embedded in asphalt, concrete, or earth as in a “green track”, rapid temperature change can place stresses on light rail tracks as the surrounding materials expand and contract. Unlike heavy rail structures, where the ballast foundations allow for some contraction and expansion, the nature of light rail, being embedded in a surface, means thresholds are much lower. As Andreas Göschl, operations director at STRAILastic Australia explains, the company has developed a chamber filling solution that grapples with this reality. “Our systems are used in areas where you have a big temperature variation.” Produced in a similar way to STRAILastic’s level crossing systems, the chamber filler avoids the use of bitumen joints by being level with the railhead. Being similar to the level crossing solution, the chamber fillers are designed to withstand the wear and tear of traffic crossing the rail line. While chamber filling elements are common to many light rail networks, not all are created equal. A common material not used by STRAILastic is polyurethane. “The polyurethane products, they’re more like plastic, so they expand when it’s warm and they shrink when it’s cold,” said Göschl.
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The vulcanised rubber material ensures light rail tracks are not as affected by temperature changes.
The systems that STRAILastic offers are instead made from vulcanised rubber. “We don’t have this issue of expanding and contracting with our systems, as we have a temperature range between -40°C and plus 90°C,’ said Göschl. “Because of our temperature stability, our system has a glass transition point – the point under deep temperature when a system brakes – of minus 55 degrees. Common systems have a glass transition point of minus 27 to minus 30. While this temperature is only reached in very cold countries, but that shows how the system can move and how stable it is.” While these temperature ranges are extreme, the stability of the STRAILastic system at such a wide range of temperatures means that for normal operating conditions, the product offers a more reliable solution. The benefits of the vulcanised rubber solution extend beyond its rigidity. While made from 95 per cent recycled rubber, the outer cover of virgin rubber ensures that the systems can withstand the elements. “Vulcanisation has several benefits as it is more UV and Ozone resistant. As we use a virgin rubber cover sheet, we have a higher density than polyurethane bounded systems,” said Göschl. The design of the system also means that the chamber filling element fits to the rail like a hand into a glove. “We do not need any glue or adhesive – the system is self-clamping – due to the seat profile of our systems,” said Göschl.
Not only does this promote the longevity of the track structure due to less wear and tear, but the intrusion of foreign particles is reduced. “Due to our very small tolerances allowed in moulding and very small movements in the track we avoid gaps between the rail and the chamber filler. A gap is the worst thing that you can get in a light rail track, allowing in water, sand, sediments, and dirt,” said Göschl. “Over time the rail is then progressively lifted up, allowing the entry of moisture, which creates electrical problems, and these combine to corrodes and destroy the rail web, which is the weakest point of the rail.” DESIGNED TO MEET THE NEEDS OF THE CITY STRAILastic has introduced a unique naming system for each of its products in the track damping range. “Our systems are called Type Berlin, Type Bremen, Bielefeld, Zurich, and so on. Cities or light rail authorities, all of them they have a special way of track building or track construction, so what we do is we create tailor made solutions for them.” Once these solutions are developed they are standardised so that future networks that are similar can use them as a standard product. These products have now been installed in more than 30 cities around Europe, with the system bring put to the test over the past 20 years in comparison with polyurethane-bonded products. After only a year, the difference can be seen clearly, with gaps visible to the naked
eye in the alternative products. In contrast, in cities where the STRAILastic product has been installed, the solution is continuing to measure up after 10 years. To ensure that authorities gain the maximum value for the products, in each new city where the STRAILastic system is installed, a member of the team will oversee the installation. “For all initial installations in all cities and areas we send at least one engineer to help and guide the installation,” said Göschl. “We have also done that also in Australia, for our noise-attenuation products. For this year on we will have people in Australia who are trained for the light rail systems and products.” The design has also been optimised to reduce any variation during installation, while retaining the ability to be modified on site with regular tools. The lack of glue or adhesive means that removing or replacing the chamber filler is simple, reducing maintenance complexity. Together, the product provides a reliable and sustainable solution to keeping trams running, no matter the weather.
STRAILastic’s chamber filling solution (left) has been tested against polyurethane alternatives (right). In these images, from Berlin, the solution has lasted for over 10 years without cracks forming.
Light Rail
Sydneysiders have been riding one of the most modern Citadis fleets in the world since the introduction of the Citadis X05 in 2019.
Putting technology in motion Bringing the latest in proven innovation to Australian passengers, Alstom is continuing to refine the Citadis model to meet the needs of the city it operates in. As one of the oldest forms of public transport, trams have changed and adapted with the times since their first introduction to Australian cities in the 19th century. While momentarily maligned in the mid 20th century due to the rise of the private car, in the early 21st century, trams, or light rail as it has now come to be known, began to make their come-back. Signalling this shift was the delivery of the first of a new wave of trams. In 2001 Melbourne took delivery of the first of a new generation of vehicles manufactured by Alstom, the Citadis X02. With its curved design, the trams certainly looked different to their boxy predecessors, but for many travellers in Melbourne, the new trams were a literal step-change in the way they got around their city. The trams would be the first low-floor light rail vehicles to travel on the network, making travel on light rail accessible to a much broader segment of the population than before, while making travelling easier for all. In 2008, Melbourne would add five
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additional vehicles of the next generation of the Alstom Citadis fleet, the X03, and Adelaide would shortly follow suit. In 2009 the city began running the first fully low-floor trams with the arrival of the Citadis 302 on the Glenelg line. In the years following, Melburnians and Adelaideans would see the benefits of these additions to their city’s tram fleets. Based on a core design, the Citadis fleet are customised to suit the specific needs of each city in which they operate. Alstom’s customer director, Dominic Clark was one of those who while riding the trams experienced the specific local flavour each vehicle had. “The Citadis family has always been based on that modular platform that is adapted to the local requirements,” Clark said. The next city to get a taste of what the Citadis fleet has to offer was Sydney when in late 2019, the first of the Citadis X05 class began running on the CBD and Southeast Line. While configured for the specifics of the Sydney network, the new trams had built into
them years of experience from the global operation of Alstom’s tram fleet and the experiences in Melbourne and Adelaide. “The Citadis X05 is the next further evolution of the product, in terms of improving the performance and passenger amenity of the trams for the urban centres of Australia,” said Clark. With the introduction of the Citadis X05 to Sydney, Australia also saw the operation of the first catenary-free light rail line. Using Alstom’s APS system, first introduced in 2005 to Bordeaux, the technology is one example of the flexible customisation enabled by the modular Citadis platform. This can also be seen in Sydney’s 67-metre long, coupled five section configuration. “We’ve developed these modules based on a set of characteristics so we’re not having to redesign each module each time,” said Clark. “We have different ways we can integrate doors into each of those modules and then within that are the core equipment such as the HVACs, the traction systems, and the bogies.
THE LATEST IN SUSTAINABILITY AND ENERGY EFFICIENCY The Citadis fleet have also been continuously updated to harness the latest technologies to reduce energy consumption and improve sustainability. The Citadis X05 generation incorporates this in the design of efficient HVAC and traction systems. “We’re looking at more than a 10 per cent energy saving compared to previous generations of traction systems,” said Clarke. “Having smarter air-conditioning systems gives you the power when you need the power. You’re saving maybe 10-15 per cent in your HVACs by being able to have some smart technologies around the use of auxiliary power and HVAC power requirements.” While Sydney has demonstrated the benefits of the APS system for catenary free running with the pedestrianisation George Street, the Citadis fleet can also be powered via batteries to enable networks to extend without the expense of electrification. “Catenary free is not just around the aesthetics of not having overhead lines, but also in the operational space as customers don’t need to have electrified sections or can reinforce the performance of some sections with some onboard battery power,” said Clark. This can include reducing the load on existing electrical infrastructure during busy or high-load periods. Just like the design of the vehicle, the selected solution can be configured to fit the needs of the network, said Clark. “We’ve got the full portfolio of catenary free energy solutions – we’re really technology agnostic. Our philosophy is very clear, it is; use the appropriate technology for the appropriate alignment. We’ve got APS and we’ve got onboard batteries that we first did in Nice,
we’ve got supercapacitors that we have tested with RATP, and we did the world’s first fully catenary free line in Dubai. We did a mixed APS and onboard battery in Rio de Janeiro; we’ve done flywheels in Poland and then we’ve got quick charging from a pad on the ground at the stop.” A CONTINUOUS FOCUS ON PASSENGER EXPERIENCE The experience of passengers when taking the tram is as much about the interior of the tram as its connection to the stop. When it comes to the inside of the vehicle, the focus is on accessibility for all, said Clark. “The latest version of the Citadis X05 makes the passenger areas as large as possible,” said Clark. “That enables all people, including those in wheelchairs and others with physical disabilities, to move in and around the tram comfortably and to get off the tram where they want to.” The design of the interior is also done in a way to maximise legibility and navigability for all passengers. “For those who have a hearing or visual impairment there are technologies such as hearing loops and contrasting colours in the tram, so everyone is able to ride a tram comfortably,” said Clark. To bridge the gap between tram and stop, particularly on legacy networks where the cost of upgrading infrastructure to meet accessibility requirements is prohibitively expensive, Alstom is exploring the use of lifts or ramps to make travelling smoother. The need for seamless mobility throughout a transport network has only come into greater focus after 2020, with passenger flow a key focus for transport authorities in reducing the risk of the spread of infection from COVID or other viruses. An additional door immediately behind the driver’s cabin is one way in which Alstom has designed the Citadis to maximise the available space and enable people to flow easily throughout a vehicle. “We need to have quick flows so that trams can move through cities and alleviate congestion issues,” said Clark. “Things like wider corridors or passageways and better layouts overall enables ease of movement in and out of the tram.” BRINGING THE CITY TO LIFE Each Citadis X05 has Alstom’s cumulative experience of producing over 2,900 of the trams for more than 50 networks around the globe over six continents. The modularity of not only the vehicle itself but the industrial processes which are part of each tram’s
manufacture means that the trams can be produced in a manner that suits the city or jurisdiction the vehicle operates in. “Currently we have eight sites in the world that are able to produce the Citadis trams, so in terms of the ability to localise the product and the ability to develop industrial production lines for tramways and other rollingstock programs we have all the capability and track record of doing that for over 30 years now,” said Clark. The tram is also designed with the end user in mind, not only the passenger but the varied maintenance crews which keep the vehicles moving in each of the localities it operates in. “We’ve designing the tram so that all the key equipment is accessible from the side of the tram and you’re not having to, for example, remove a bogie to do maintenance work,” said Clark. “The overall reliability of the equipment is more mature due to the experience that we have of all the trams that have been in service, which has been fed back in. We’re constantly working on improving the reliability and performance of each generation of tram so that customers get the best output of their assets.” With 20 years of experience in Australia, the next generation Citadis fleet is proving that light rail is a form of transport that people will keep coming back to.
CREDIT: RAILGALLERY.COM.AU
They’re all developed to have that modularity so that we can adapt it to the customer’s individual requirements. We take the experience of the product on one project to the next and continue to evolve the reliability and performance of that product.” In some cases, outlined Clark, the modularity is such that as a network expands in patronage or length, the light rail vehicles can be extended as well. “Say 33 metres-long is the base case. Quickly and in the customer’s depot, we can modify that tram to be a 45-metre tram. We manufacture the modules, ship them to the depot and within a couple of days it’s a plug and play solution to turn that into a 45-metre tram, so you’re not taking the product out of service to increase the overall capacity of your network.”
Alstom’s Citadis fleet has been moving Melburnians since the early 2000s.
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Light Rail
Collaborative approach delivering design excellence Having grown over the past decade to encompass a team of experienced engineers, Light Rail Consultants are solving the toughest design challenges in metropolitan rail networks. While 2009 may be remembered for many reasons, for Kevin Karamad, the year marked a personal leap into the unknown. Leaving his role at consulting company Sinclair Knight Merz – before it was purchased by Jacobs – Karamad decided to branch out on his own. “Everything happened quickly. I was getting lots of different offers and it just happened,” he said. What happened was that Karamad decided to begin his own consulting company, Light Rail Consultants (LRC), to enable a new approach to light rail and metropolitan rail design projects. Started in early 2009, by 2010, the company had set up an office in Melbourne’s CBD, and quickly grew its ranks with a handful of young and ambitious engineers. Now, 12 years later, the company has a portfolio of successful projects around Australia and a staff of around a dozen fresh-thinking and experienced engineers. LRC’s establishment and early successes were put to the test in 2013, when the company won the contract for the design of the overhead wiring component of the redevelopment of Yarra Trams’ Preston workshops as part of a consortium led by Coleman Rail and AECOM. The project drew upon Karamad’s design expertise in the
When delivering design works for the Royal Park project, LRC applied other relevant industry standards to the design.
discipline of overhead wiring, as well as the talents of the rest of the team in completing the large and complex project. With the project completed in 2016, the Preston workshop was prepared for the introduction of the E-Class tram fleet. Off the back of that success, in 2017, LRC was once again called upon to carry out the design work for a project introducing new technology to the Melbourne tram network. In this case, it was the introduction of tram signalling, and works included training the Yarra Trams signalling department alongside their European partners. According to Amir Foroodi, project manager
at LRC, as an extension to the engineering expertise, the realisation of project goals on complex programs such as these requires a particular approach. “With our clients such as Yarra Trams, we are engaged with different departments, not only the project management but also the engineering team. We see ourselves as a partner to them, part of a team, and we endeavour to highlight innovative technologies that can improve the longevity of the network.” In addition to the combined decades of expertise contained within the LRC team, the company’s approach has been to select key partners who can assist in the delivery of
LRC was called in to provide its overhead wiring expertise to the redevelopment of the Preston workshops.
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increasingly complex projects, while retaining overall management and control, limiting a client’s interfaces. “On many projects where we conduct the principle design of that network – either overhead, track, or feeder – there are other parts where we engage with our trusted partners to help take on part of that project, while retaining the client’s trust in LRC to deliver a successful project to our clients.” Over the years and across a range of projects, LRC has partnered with local and international experts for the efficient completion of complex projects. LRC’s collaborative approach not only covers design but also incorporates working alongside innovative global suppliers. Building on Karamad’s expertise within the industry, LRC has endeavoured to introduce new and more efficient products that can be compatible with Australian light rail networks. “Where we have the wires going under low bridges in Melbourne, we created a solution that separated some of the fittings, so if the wire breaks because of larger vehicles pulling the wire down, the rest of the assets still remain intact,” said Karamad. More recently, LRC’s recognised prowess in solving urban rail challenges in constrained environments has led to the company being involved in the Melbourne Metro Tunnel, one of Australia’s largest rail infrastructure projects, supplying their expertise to the Rail Infrastructure Alliance (RIA) consortium as a design partner to AECOM, and being involved in a particularly challenging element of the project to connect the tunnel to the existing rail network on both Eastern and Western portal development plans. “Due to our well-established relationship with AECOM from previous projects, they invited us to be involved in delivering portions of the overhead wiring design. The eastern portal is one of the tightest curves in Metro network and we had to design an airgap in that area which had lots of constraints,” said Karamad. “We work as a team with the client and we see them and ourselves as one entity, that’s how we deliver a project.” LRC has also operated as a design partner to Aurecon. In 2017-18, the team worked on the design of the overhead at the complex intersection of North Terrace and King William street in Adelaide. A similar embedded approach to working with on large projects was taken in the delivery of the Caulfield to Dandenong level crossing project. There, LRC again worked hand-in-hand with Aurecon on the overhead wiring component of the project.
Track and overhead renewals at Royal Park involved a complex interaction of different types of track.
COMBINED EXPERTISE FOR A RELIABLE OUTCOME Experienced gained by the LRC across all projects since the company’s inception came together in 2020 for the design of track and overhead renewal works in Royal Park, Melbourne. The project comprised work on track and overhead wiring covering 1.5km of track and almost 2.2km of overhead wiring. A relatively unique section of track, unlike much of the Melbourne network where the tram tracks are embedded in the road or pavement, the track through Royal Park sits on ballast. This required a new approach as existing standards did not cover ballasted track. This required LRC to draw upon its collaborative approach to develop a design. “What we did is we had to follow other guidelines from V/Line and Metro,” said Karamad. “We had a few discussions with their engineers to ensure what we are designing is going to end up solid and safe.” In addition to the new track, a new weight tensions system was introduced. While already used in a limited number of other locations in Melbourne, LRC was able to apply the new design to improve the
overhead assets through Royal Park. With work carried out in late 2020, by early December, the new equipment and renewed line was successfully installed. To see the project through, LRC drew on the integrated approach that has served the company well since its formation. While combining expertise from heavy and light rail environments, introducing new technologies, and developing a solution where there were no established guidelines, safety was a priority throughout, as it is on all LRC projects. “Safety is our number one priority and we encourage all our staff to understand and to be really open about it if they identify or see any issues. We’ve got the culture that they can easily talk about it,” said Karamad. “We listen to clients not only in one avenue but at all levels, from management to maintenance and operation services. Understanding all of that is valuable on top of what’s happening in other countries, and what new products and how they react to the new environment.” After 12 years of experience, LRC is ready to take this approach to the next projects.
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Light Rail
Painting rails on roads: Can trackless trams compete with light rail? Peter Newman, professor of sustainability at Curtin University, describes how trackless trams could be the connectors that cities need. The vehicle above looks very like a light rail and as a light rail advocate for the past 40 years I was very excited when I first saw it in a magazine. But then I looked harder and saw it does not have an overhead catenary for its electric power and there are no steel rails. In fact it looks the vehicle follows lines painted painted on the road. I immediately called it a trackless tram and started a journey to find out more about it. It has batteries on the roof and it is guided by sensors that pick up signals from GPS and Lidar, and it has a high degree of
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autonomous character, although it has a driver to take over if needed. It is in fact on a track, a painted track which can be made in a few hours and it has rubber wheels so it runs down roads. But surely that just makes it a fancy bus? It could never compete with the ride quality of steel wheels on steel tracks? I had to go and see it to definitively answer this so I went with two colleagues to China. I was wrong. It really does have a ride quality like a light rail vehicle. The CRRC engineers in Zhuzhou where it was being
trialled explained that they took six innovations from their high-speed rail system and created a new kind of transit that can run on roads but has the qualities of a train. In particular it can sense the road ahead and adapt its suspension and bogeys to rise and fall creating a smooth trajectory. Our research group has been examining how this 21st century, mid-tier transit system can fit into cities. We have worked across Australia, in America and in Africa, and I still think it’s a major part of
“Its appeal is that the new smart technology systems and battery-power allow it to be installed without major disruption to streets. Most of the light rail systems in recent times that I love to ride and which are all doing really well in terms of patronage, involved years of disruption and hence, high cost. ” Peter Newman, Curtin University, Professor of Sustainability
A trackless tram in Yibin, China.
the future. Its appeal is that the new smart technology systems and battery-power allow it to be installed without major disruption to streets. Most of the light rail systems in recent times that I love to ride, which are all doing very well in terms of patronage, involved years of disruption and hence high cost. Let me say at this point that trackless trams are not going to ever compete with heavy rail to provide fast, high-capacity mobility along major corridors that clearly can outpace car traffic and outcompete freeways every time in terms of cost and particularly space. But mid-tier systems like a trackless tram can act as connectors that join up cities and provide the public transport network that can reduce car dependence. This is a goal that every city is now seeking, especially with new electric micromobility providing last mile links. Most importantly, this new transit technology can go rapidly down a main road and then at each station an urban precinct can be built that helps pay for the capital and operating expenses. If procured as a public private partnership, the new system can create 21st century boulevards with a series of urban regeneration projects bringing real value to communities along the line. In Bulawayo, Zimbabwe, we have
suggested trackless trams can be a leapfrog technology similar to a smart phone. Our work at Curtin has been exploring our vision for future “rail-oriented cities” using trackless trams as connectors along main roads. We have found it works for: • Small towns like Townsville and Bunbury especially if part of an iconic Tourist Tram to special places in the region, providing a car-free tourism experience; • Outer areas like Liverpool in Sydney, which needs to be linked to the new Western Sydney airport while creating a new urban boulevard along its track; • Outer areas in Melbourne’s west like Wyndham, Maribyrnong and Geelong that could be transformed into transitoriented urban communities like their eastern Melbourne cousins by a network of Trackless Trams; • Outer areas of Perth that need connections to fast rail services now built or being built and in particular joining up the peri-urban areas in the Perth Hills; and, most of all, in • Middle and inner suburbs where main roads are no longer working and are in need of urban regeneration, like the original study in Paramatta Road, Sydney, and from Scarborough to Canning in Perth where the business plan for delivery has just been funded for stage 1. It’s still early days in terms of its delivery into cities but we think trackless trams are going to be similar to electric trams in the the early 1900’s when trams rolled out across every city, bringing a whole new urban development era with them. Perhaps it can turn main roads that are traffic sewers into beautiful new 21st century urbanism.
What is the chance of it happening in Australia first? I asked this question to Felix Wen the managing director of the CRRC Times Electric Australia (CTEA). He replied “The trackless tram is a new global concept for sure and there are many aspects that need to be considered before we could see it running in Australia. It’s not just a standard piece of transport equipment which can be put in service easily but it is an integrated system including vehicle, station, signaling, depot, recharge facility and last mile links. Australia has high standards and complex requirements in the public transport area. It would be unlikely for a manufacturer to achieve the goal alone,” he said. “But CTEA is willing to utilise local resources including a manufacturing facility, delivery team and want to work with contractors, developers, universities, etc to make this happen.” Peter Newman is not funded by CRRC and paid for his own trip to China to see the trackless tram.
CTEA is a subsidiary under CRRC Zhuzhou Institute, which has established a local facility in Morwell, Victoria. CRRC Zhuzhou Institute is the world’s leading propulsion and control systems provider for high speed trains, EMUs, mass transit, electric locomotives and diesel locomotives. It also has developed the ART, commonly known as a trackless tram, to try and create a cheaper and easier to build transit system for linking across cities.
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Light Rail
Learning the lessons of light rail
A number of initiatives have seen journey times improve on the Sydney light rail.
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the business case’s forecast daily patronage of 15,120. Coming in at $108 million under budget, these successes lifted the benefitcost ratio from the 1.2 calculated in the business case to 1.3. While COVID-19 had a significant impact upon patronage, by October 2020, weekday boardings were back up to 8,400 and the continued running of the system was deemed essential throughout the pandemic to enable safe mobility for essential workers. With Canberra now largely COVID-free, the continued operation of the zero-emissions network is encouraging and supporting a low-congestion economic recovery in the city. With the success of Stage One, and the return of the Barr Labor-Greens government in the 2020 ACT election, the ACT government is pushing ahead with Stages 2A and 2B, which would extend the current line which terminates
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In 2020, light rail systems were operating in all Australian mainland states, bar Western Australia, and in the nation’s capital, Canberra. The adoption of this flexible form of transport in some of Australia’s fastest growing cities was put to the test during COVID-19, but through commitments by governments, planning by authorities and operators, and thoughtfulness on the part of passengers, light rail in 2021 will continue to support people-focused, thriving communities. In Canberra, where the first stage of a planned series of four stages opened in 2019, patronage figures were already exceeding business case expectations prior to COVID-19, Ashley Cahif, project manager, light rail, at Major Projects Canberra told AusRAIL Live & On Demand attendees. In February 2020, there were 16,400 boardings on an average weekday. This exceed
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Australia’s infatuation with light rail is continuing, and each project is building on insights gained from the last.
in the Canberra CBD to the southern centre of Woden. Having had the experience of Stage One, Cahif said that the project would look to improve the construction process for stages 2A and 2B, in particular when engaging with businesses along the alignment. “We accept that with hindsight there were things we could have done better,” said Cahif. Cahif suggested that there were particular pain points for local businesses along the alignment during the construction phase and that for future stages measures would be introduced to reduce the impact of construction. These included offering more certainty around the time and extent of road closures, improving wayfinding while hoardings were up, and helping to clean windows and façades that were exposed to dust from construction. Other experiences from stage one are also impacting upon planning for construction of stage two. Cahif nominated including operators at an early stage of planning and design to assist with smoothening the delivery stages. In addition, stage two would explore ways to further increase local subcontractor involvement in the project. To get stage two underway, the project must
navigate complex planning and approvals processes to enable the project to travel through the parliamentary triangle. This saw stage two split into 2A and 2B in mid-2019. The less complex stage 2A’s business case was endorsed by the ACT government, however construction timelines were impacted by COVID-19. The business case originally anticipated the main contract package to be awarded by mid 2020 with design and construction to begin in mid 2020. The project is currently expected to be completed by 2024. Major construction for Stage 2A will involve the raising of London Circuit to enable trams to travel from London Circuit along Commonwealth Avenue. Work will also include installing 1.7km of wire free track and constructing three light rail stops. Cahif said that to enable the current fleet of trams to run on the wire-free sections, onboard batteries will be fitted to the trams to allow for energy storage. “While investigation works have commenced for Stage 2B, the extension to Woden presents a number of unique challenges,” said Cahif. “The City to Woden alignment presents unique challenges as the route crosses some of the most significant areas of Canberra,
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As planning progresses for stages 2A and 2B of Canberra Light Rail, the lessons of stage 1 are being incorporated.
including the Parliamentary triangle, the approvals process is complex.” Stage 2B is currently awaiting planning approval by the Commonwealth and must go through the Department of Agriculture, Water and the Environment, the National Capital Authority, both houses of Commonwealth parliament, and various ACT regulators. While planning processes are underway, work on the future transport interchange at Woden will commence in 2021, as part of the construction of Canberra Institute of Technology. Due to the ACT government’s commitment to a one-seat journey between the line’s current northern terminus of Gunghalin and the future Woden terminus, it is expected that the current Canberra Metro consortium will deliver the design and construction and operations and maintenance contracts for both segments of stage two. The business case for stage 2A identifies a sole source basis as the recommended delivery model. For the delivery of future stages, ACT Transport Minister Chris Steel confirmed in March 2020 that the ACT government would fund future pre-feasibility studies for stages three and four. Stage three would connect Belconnen to the airport and connect with
the existing line near the CBD and stage four would extend stage 2B from Woden to Tuggeranong. CONTINUOUS IMPROVEMENT 2020 also saw the introduction of a new light rail service in Sydney. Opened remotely as the project was completed during the initial COVID-19 lockdown in April, the L3 spur to Kingsford, in the city’s South East, completed the Sydney CBD and South East light rail project. Since the opening day of L3 and a year since the opening of the line between Circular Quay and Randwick, significant revisions to the timetable have meant that services along the length of line now take roughly 38 minutes, rather than the initial 50. This has been done through over 10 timetable changes, as well as improving light rail priority at intersections, and reducing dwell times, said Brian Brennan, chief officer light rail operators at Transdev, operator of the Sydney Light Rail. “Light rail is all about priority and trying to get intersection priority but it’s also about how the operator can improve in terms of dwell time, in terms of change overs, etc. It’s a
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Light Rail
Countering negative attitudes towards the Gold Coast Light Rail system has meant showcasing the line’s success.
combined, interactive process – no one party can deliver a successful light rail system,” said Brennan. Having endured the experience of opening and operating throughout COVID-19, patronage figures on the Sydney Light Rail network are rising again. On Black Friday (November 27) 69,000 passengers used the service, up from 6,000 during the height of COVID. While numbers continue to stabilise, October saw 1,276,000 journeys, roughly similar to figures in March. With light rail now operating down the length of Sydney’s central spine, George Street, and the need for greater space in Sydney’s previously-crowded CBD, the experience of having the network operating during COVID-19 has also led to a revitalisation of the traffic artery. While George Street was closed to pedestrians north of Park Street, the road from Park Street south to Bathurst street was further pedestrianised during COVID-19. The City of Sydney is currently proposing to extend the car-free section of the street to Railway Square. “It’s not just light rail going through George Street, the place has been transformed,” said Brennan. “In time it’ll be part of the iconic offer that is Sydney.” The next community to experience the mobility provided by light rail will be the riverside CBD of Parramatta. Construction is currently underway on the first stage of the network there, with stage two extending
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the line to Olympic Park awaiting an investment decision by the NSW government. With Transdev to operate the network in Parramatta, Brennan said that patronage is project to 28,000 by 2026, three years after opening. CHANGING A MINDSET Widely praised for its operation during the 2018 Commonwealth Games, the Gold Coast light rail project could almost be thought of as a victim of its own success. With stages one and two operating, construction on stage three is soon to commence and the City of Gold Coast and the Queensland government have indicated that as soon as stage three to Burleigh Heads is complete, stage four to the airport near Coolangatta should begin. The extension of the single line, which currently operates between Helensvale, where it connects to the South East Queensland heavy rail network, and Broadbeach, to the less densely populated areas in the south of the city, has encountered fierce community opposition, partly amplified by local media. The issue, explained Jason Ward, executive director operations at operator consortium GoldLinq, is that many of the criticisms of the line are based on incorrect assumptions about the use of the line. With the line closely tied to the image of the Commonwealth games and the Gold Coast being a tourism-oriented city, some criticism of the line has suggested that it is only used by
tourists, not so, said Ward. A survey conducted in October 2019, found that 74 per cent of passengers are Gold Coast residents. Most common uses of the system include getting to work, shopping or meeting friends. Another criticism levelled at the network is that it only provides benefits to those along the corridor. The same October 2019 survey found that almost a third of passengers lived beyond 5km of the line, showing that the service is not only for those that live within walking distance. With the rest of the city served by a bus network, opponents have suggested that introducing light rail is unneeded and that buses would suffice. However, many of the benefits seen since the light rail was introduced would not have been realised with a bus service. Replacing an existing bus route, the new light rail line led to a reducing in traffic along the Gold Coast Highway by 26 per cent. Once construction was complete, roadside dining increased from 157 venues in 2013 to 172 in 2017, demonstrating the improvement in amenity. Street trees and inactive frontages have also improved since the introduction of light rail. With these figures drawn from the corridor baseline report conducted in 2013 and status updates in 2015 and 2017, similar reports will be produced on the future sections to underline the positive impact that light rail has on the city, and continue to shift mindsets about the introduction of light rail transit in Australia’s fastest growing non-capital city.
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Rollingstock
Meeting mobility needs while growing industry: The Victorian Rollingstock Strategy
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Fitting the right train or tram to the booming infrastructure being built is a significant task for Victoria, but the state has a plan to do it.
To keep up with the state’s rapidly growing population, the Victorian government is investing in trains and trams for the future.
Over the next 30 years, the population of Melbourne is forecast to grow to roughly eight million people. Notwithstanding the impact of COVID-19, the city is expected to return to its pattern rapid growth over the next three decades. Three decades is also about the expected lifespan of rollingstock. What this means is that today, Victoria must begin planning for the trains and trams it will need to ensure that the population of 2050 can move around the city in a safe, accessible, and convenient manner. Compounding these timelines is the age of the current rail fleet. The oldest rollingstock still operating on the network are the classic carriages on the regional network with some over 60 years old. Similarly, the oldest
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metropolitan heavy rail cars are approaching 40 years of service, as are the ageing Z-class trams. These oldest trains and trams are less reliable than their more modern counterparts, provide a diminished customer experience, and in the case of Victoria’s fleet of high-floor trams, are non-compliant with legislated disability standards. To address these challenges, in 2015, the Victorian government released the Trains, Trams, Jobs 2015-2025 Victorian Rolling Stock Strategy to outline a pathway for the state to meet its need for new and improved trains and trams. Five years on, and with growth continuing, the strategy is in the process of a refresh. Louise Bensz, strategy and business case manager, rollingstock development, at the
Department of Transport Victoria, outlined to attendees at AusRAIL Live & On Demand that while updated, the new strategy shares the same aim as the original. “The Victorian rollingstock strategy seeks to ensure that Victoria’s train, tram, and bus services have the right vehicle at the right capacity to meet passenger needs demand,” said Bensz. In the years since the first strategy was released, infrastructure in Victoria has undergone a transformation. Project such as the Regional Rail Revival program are already having an impact on how Victorians travel, and with upgrades to the physical infrastructure to allow for more services, there is a need for rollingstock to fill that demand.
“Our refresh strategy is looking to outline a pathway for government to have strategic investment ensuring we have the right type of vehicle for our network, with a strong pipeline of projects for our local industry.” Louise Bensz, Department of Transport Victoria, Rollingstock Development, strategy and business case manager according to Bensz. The principles and goals that make up the strategy were recently applied in the Victorian government’s announcement that it would purchase 100 new trams for the Melbourne network. The purchase of the Next Generation Trams would go towards ensuring that the Melbourne light rail network has the capacity it requires to move passengers efficiently, while also meeting accessibility standards as all new trams will be low floor. Finally, the 60 per cent local content aspiration is expected to support up to 1,900 direct and indirect jobs and the state’s advanced manufacturing sector. The purchase of 100 new trams addresses
CREDIT: RAILGALLERY.COM.AU
“Investment is required in rollingstock to ensure that we can improve service reliability, improve service frequency and also ensure that we can meet capacity increase across the network that’s built in the infrastructure program,” said Bensz. Bensz enumerated four key concepts that will drive the future rollingstock procurement strategy. These include; more frequent and reliable services throughout the day, accessibility for all, connecting the cities and regions, and reducing journey times between economic centres to support growth outside of the city centre. To achieve these goals, the rollingstock strategy not only proposes the number of carriages to be purchased, but a smarter way to approach purchasing, operating, and maintaining rollingstock. This starts with increasing uniformity across the fleet. Then, by sectorising the network, resilience is improved. Looking for ways to maximise infrastructure capacity and reducing empty running improves services and increases revenue. Finally, the ability to be flexible in the delivery of services would allow for the matching of appropriate rollingstock with the level of passenger demand. This could include considering different rollingstock options for different travel times. “Our refresh strategy is looking to outline a pathway for government to have strategic investment ensuring we have the right type of vehicle for our network, with a strong pipeline of projects for our local industry,” said Bensz. Amid these logistical and operational issues, the Victorian rollingstock strategy also seeks to support the local rollingstock manufacturing industry. With minimum content requirements on local purchase orders of rollingstock, forecasting future demands and the rollingstock needed to meet those requirements means that the sector can avoid boom and bust cycles. So far, the project has supported 10,000 jobs and local content requirements create a “unique opportunity” for the industry,
the current misalignment between the task that is required of the network and the capacity of the high floor tram fleet to meet that. Their low capacity, combined with a lack of accessibility and a high cost of maintenance meant that the current fleet was not fulfilling the immediate and long-term aims of the network. Not only improving the customer experience through the introduction of modern trams with improved passenger information and airconditioning, the tender has been designed to meet the needs of the network and industry. The use of onboard energy storage is designed to reduce the load on the existing electrification network. The tender, developed through an interactive design process, also promotes collaboration between industry and government in meeting the unique aspects of the Melbourne tram network. With further purchase orders expected for regional and metropolitan rollingstock, Bensz said that the strategy will guide the development of tenders to align best with the infrastructure boom. “When we’re applying the rollingstock lifecycle and our strategy it’s really important that we keep drawing back to the growth in patronage and also the task in which the vehicle is to perform.”
Matching infrastructure with rollingstock is a key part of the state’s strategy.
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Major Projects & Engineering
PMO evolution: Using data to improve delivery With technology developing at a rapid pace, PMOs are the new intelligence centre, writes Jason Cooper Asia Pacific director PMO at SNC-Lavalin’s Atkins business. In an age when we’re more informed than ever before, it’s extremely frustrating to see that the rail construction industry is still beset by familiar problems in terms of on time, on budget, high quality project delivery, especially with complex major infrastructure programmes which are being executed by Programme Management Offices (PMOs). Despite all the technological progress of the past 40 years, infrastructure delivery authorities are still crying out for increased transparency, improved predictability and smarter decision making to avoid costly overruns and searching questions. Today, a digitally-enhanced PMO is taking the next step to improve decision-making on complex rail projects. The basic premise of having a single team within an organisation focused on defining and maintaining programme management standards to improve delivery is not new and the benefits are well established. Fundamentally, governance and assurance over an entire programme ensures that the information driving delivery is consistent, accurate and transparent, which, in turn, leads to more informed decision making. As such PMOs have long driven
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Jason Cooper, director PMO at SNC Lavalin Atkins.
efficiencies in design, delivery and operational management, but there is room to do more. As we are now in the middle of the fourth industrial revolution – the convergence of cyber and physical systems – it’s at this juncture that we should expect more from PMOs, given the rich data which is
now widely available. When collected, managed and analysed in the right way by the PMOs, data can have a significant impact. If structured and planned properly in the set-up phase of programmes, the data becomes a real-time resource that supports greater surety around time, cost and quality outcomes during construction and in the future asset operation and maintenance phases. Pushing this further still, data can enable the use of predictive analytics, via artificial intelligence, that replaces reactive decision making with earlier, more proactive decisions; while prescriptive analytics sees programme controls technology automatically make recommendations based on the data to hand. So, what’s stopping us from reaching these heady heights of cuttingedge data-driven delivery? We can’t deny that the infrastructure industry sometimes lacks the appetite for change. It’s well documented that we lag behind other industries such as automotive and manufacturing when it comes to the adoption of digital technology
Through the use of analytics, PMOs can harness data to progress decision making and improve outcomes.
and the harvesting of data. Perhaps we’re constrained by the risk and rewards mechanisms of contracting models? Perhaps procurement routes need to better incentivise innovation? Or perhaps we’re just stuck in our ways? Whatever is holding us back, the reality is that we don’t handle data in a consistent way across the industry – we don’t always re-use it, store it or make it available for future analysis and benchmarks. Such disparate, unconnected systems make it difficult to ingest, use, and re-use, data effectively, as we’re simply not singing from the same hymn sheet. The lack of harmonisation means that when data is presented to support decision making on major infrastructure programs, CEOs and program directors have to wade through a flood of data to find the information that supports a decision. For me, two immediate areas require attention if we’re going evolve into an industry that fully understands and utilises the incredible data we have at our fingertips. It’s well documented that there are skill shortages within engineering and construction, and this is being exacerbated as the industry continues to negotiate a wave of technological disruption. The Australasian Railway Association (ARA)
estimates that by 2024, there will be a 36.4 per cent skills gap in civil engineering professionals in the rail industry. The need to upskill is apparent, as is the importance of training and education that evolves alongside digital trends. While digital skills are clearly a priority, this needs to be supplemented by data skills if we’re going to unlock the power of AI, digital twins and the like. We need more data analysts, data scientists and data savvy professionals if we’re going to turn information into actionable intelligence. A second area – and one which may be even a tougher nut to crack – is the accessibility and analysis of data. Without clean, consistently organised data, our analytics platforms are useless. And it’s here we perhaps need to view data differently for the good of the industry, as well as the next complex infrastructure programme. Data needs to be shared – it can’t be locked away or kept out of reach behind restrictive and archaic contracting models. We must allow data to flow more freely if we’re going to learn and improve. To have data from completed projects stored away is sacrilege – a wasted opportunity to mine invaluable knowledge. That said, we can’t pretend that granting
access to data isn’t without risk, which is why we must ensure that it is shared securely, ethically and responsibly. If we have the right systems, protocols and laws in place, there’s no reason why the international construction community – and their clients - can’t share data for the greater good of major programme delivery and the continued evolution of PMOs. With these principles in place, the next step is using the resource of data to improve decision making. To this end, SNC-Lavalin Atkins is investing in advanced analytics capabilities that will organise and analyse data across programmes globally for the benefit of infrastructure delivery. Using these new capabilities to match realtime data with delivery schedules create the possibility of automated early warning systems that prevent delays and reduce risk. Accurate reporting will mean that decisions can be made based on the realities of the project’s status, with data-based evidence to back that up. Right now, finding the right data to support a decision is like looking for a needle in a haystack, but with powerful digital tools, PMOs can start harnessing the potential of data to make decisions, earlier, faster, and with more surety, improving time, cost, and accountability outcomes.
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Major Projects & Engineering
Major project updates Around Australia, major rail projects are connecting cities and reshaping regions. With delivery now underway, AusRAIL Live & On Demand gave attendees an insight into the progress these projects have made.
With major components of the project progressing, Inland Rail’s focus is on sustainability, for the industry and community.
SYDNEY METRO The largest, and perhaps most ambitious rail project in Australia, has in 2020 expanded from the delivery of one line, to construction of three separate projects simultaneously. Sydney Metro is one of the defining transport projects not only in Australia but around the world, and is going towards reshaping Sydney into a metropolis of three cities. Since the opening of the Northwest Line, connecting the city’s north west growth area to the jobs hub of Macquarie Park and densifying suburbs such as Epping and Chatswood, there have been 25 million journeys on the driverless metro system, the first for passenger rail in Australia. Customer satisfaction rates are also some of the highest by transport mode in Sydney, and the service has maintained a 99 per cent reliability rate. Operator Metro Trains Sydney is hoping to continually improve on these figures, and according to Sydney Metro CEO Jon Lamonte, October 2020 was the best month for the service so far.
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“November is shaping up to be even better,” said Lamonte. The next lines are looking to replicate this success. On Sydney Metro West, which will link Westmead and Parramatta to the Sydney CBD via the Inner West, work is underway to prepare for the arrival of tunnel boring machines. This began in November 2020 at the future site of The Bays station, located between Glebe Island and White Bay Power station. With the environmental impact statement for the line and stations released, the new metro line will provide a variety of station typologies to service the communities it passes through. Lamonte highlighted the distinction between the station in Parramatta and Five Dock. In Parramatta, the Metro station will be part of creating a new access route from the river to the CBD, providing a hub for the dense urban environment of Sydney’s riverside CBD. By way of contrast, in
Five Dock, a suburb which previously had no rail connection, the station will be designed to integrate with the existing village setting. The remaining piece of the puzzle for Sydney Metro West will be its connection to the Sydney CBD. Lamonte said that Sydney Metro was continuing to provide advice to government on a location for a Sydney CBD station and integration with existing rail services there, and a station in Pyrmont was confirmed in December. While Sydney Metro West is about improving the link between Sydney two existing CBDs by doubling the rail capacity between Parramatta and Sydney, Sydney Metro - Western Sydney Airport is all about creating a new city for Sydney, the Aerotropolis. “This is Metro becoming the transport spine for a new city,” said Lamonte. With a commitment to begin construction before the end of 2020 to have the line open by the time the new airport opens in 2026,
early geotechnical investigations have begun at St Marys ahead of the start of tunnelling. In line with its commitment to create a new city, the line will be a catalyst for the development or redevelopment of communities along the route. In St Marys, where 74 per cent of people travel to work by car with a third of those travelling out of Sydney for work spending 90 minutes commuting a day, Metro hopes to provide efficient public transport connections and more jobs closer to home for Western Sydney. At Orchard Hills, currently a semi-rural residential area, the new station and Metro alignment will be at the core of a new community. “Here we are trying to create a community and ensure the station becomes a community resource, where people can live, work shop, play, have public spaces. We’re very much about the community that we can create,” said Lamonte. While construction remains in the early stages for Sydney Metro West and Western Sydney Airport, with computer-generated renderings providing an idea of what the future line could look like, on Sydney Metro City and Southwest, the project is looking a lot more concrete. Tunnelling is now complete along the alignment, with new tunnels now connecting Chatswood to the Sydney CBD via North Sydney, and then continuing on to Sydenham via Waterloo. At the time of AusRAIL Live & On Demand, linewide contractor Systems Connect was in the process of delivering materials ahead of laying track in the coming months, with all rail now in the tunnels. Each of the new stations are coming into focus, with caverns dug out for Victoria Cross, slab laying underway for the concourse at Barangaroo and connections built between the new Martin Place station and the existing Sydney Trains station. COVID-19 has proven a blessing in disguise for the project, with lower patronage at Central meaning works on the new underground station have been able to be sped up, while more truck movements throughout the CBD have been possible as office workers work from home. Lamonte said that digging underneath Central Station is expected to breakthrough into the tunnels below a few weeks following his presentation. With both Central and Sydenham remaining a live rail environment, innovative construction and scheduling methods have been implemented. At Central, supporting beams underneath the suburban platforms have allowed work to continue, while two
platforms have been closed off at Sydenham to build the metro platforms. For the existing stations between Sydenham and Bankstown that will be converted to Metro Stations, a major change to the customer experience will be the introduction of platform screen doors and mechanical gap fillers to ensure there is no space between the train and the platform, a first for Australia. Throughout construction, said Lamonte, there has been a focus on “really trying to encourage industry to come up with different ways of doing this”. This has been implemented in areas from the use of recycled materials and energy saving technologies to involving social enterprises, small businesses and charities. As Lamonte highlighted, whether in planning, construction, or operation, “this is a project about involving the community, and we are very aware of our opportunities but also obligations in that respect”. CROSS RIVER RAIL While South East Queensland is expected to continue its trajectory of population growth, unlike Sydney, jobs growth is expected to remain in central Brisbane. To address this, Cross River Rail is about overcoming bottlenecks and unlocking rail transport through Brisbane, Graeme Newton, CEO of the Cross River Rail Delivery authority told
listeners at AusRAIL Live & On Demand. “The purpose of this will be to provide that turn up and go service that we all need in our rail systems and having that extra capacity plus crossing of the river is what we’re looking to do,” said Newton. This need has driven not only the construction of new stations but the integration of the new underground river crossing with the existing network. In the city, the stations are located closer to major employment and activity hubs, such as Albert Street being the central CBD underground station and Woolloongabba providing a smooth connection for public transport to major events. Part of the project also includes accessibility and capacity upgrades to stations on the Gold Coast Line and increased capacity at Clapham stabling yard and enhancements at Mayne yard. According to Newton, construction on the project itself is well progressed, with up to 60 per cent of excavation complete for station boxes such as at Boggo Road. Tunnel boring machines are being assembled and will be launched in early 2021 and tunnel throughout the year. “It’s been over a year since construction commenced and we’re seeing great progress,” said Newton. “2021 is the year of tunnelling.” Work at each of the station sites varies depending on their nature, with demolition
Sydney Metro projects are in the planning, construction, and operation stages.
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Major Projects & Engineering
Tunnel boring machines are being assembled and ready to begin tunnelling in 2021 on Cross River Rail.
occurring at Roma Street, acoustic sheds installed at Albert Street and drainage works and earth moving at the tunnels’ northern portal. Similar to Sydney Metro, work on the expansion of Exhibition Station could also progress faster due to COVID-19 and the resulting limits on events at the site. Through design and early construction stages, Cross River Rail has been looking to new ways of reducing disruptions and improve project delivery. This has in part been done through the use of digital engineering tools such as Building Information Modelling (BIM). The models are provided by the contractors and are tied to a timeframe. Updated each day, the BIMs provide a real time way of tracking what is being built against what was proposed and then the as-constructed product. “It allows us to get a good proximate location of where the works are, right down to the technical detail,” said Newton. The technology is not only providing information for project delivery staff and technical needs, but has been able to visualise the project for a public audience. The information has also been applied to a VIS model. “That puts all the technology into an environment which is like a gaming environment. You can actually walk around the whole project, in and out of every station and have a look at any detail right to the design expectation. We can see what it’s going to be looking like on day one. We’ve got a high degree of certainty of what the user experience will be on the day,” said Newton. Besides tunnelling, 2021 will also see further steps taken on the rollout of European Train Control System (ETCS) signalling technology. With the pilot on the Shorncliffe Line complete, train fitment at Redbank will be underway and
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preparations will be made for further trials. While ETCS will be first operational in the new tunnels, the technology will also be deployed to the wider South East Queensland network, to increase capacity and safety. INLAND RAIL Split into numerous sections, construction both began and finished on various areas of Inland Rail in 2020. On the Parkes to Narromine (P2N) section, which opened in September 2020, the benefits of a community-focused approach to rail construction have already been felt. Out of the 1,862 people who worked on the project, 762 were local residents. The leg created 938 sustainable jobs and 99 local businesses including 9 Indigenous businesses have supplied the project. In total, $109.7 million was spent with local businesses with construction occurring from December 2018 to August 2020. A relatively short project, under 100km long, the completion of P2N provides a snapshot of the further benefits that will come as construction begins on longer sections. The next project to get underway is Narrabri to North Star, with a ground breaking ceremony held in late November. Having seen the positive impact on the P2N project further south, Inland Rail CEO Richard Wankmuller told attendees at AusRAIL Live & On Demand that contractor Trans4m rail got an unexpected welcome. “The point they, Trans4m, made that this one of the first times ever that they’re doing an infrastructure project and they get to the community and they’re welcomed with open arms,” he said. “People are very excited to see them.” While the project is hoping to continue maximising the economic impact, reducing the environmental impact also goes towards
the success of the project. So far, Inland Rail has re-used formation and existing ballast, ash, and foundation in the construction of rail designed to take larger loads. Ballast and ash have been used to construct supply roads, which in turn has reduced the use of water to keep down dust. Pre-cast concrete culverts used in building the track are carbon neutral, and 98 per cent of steel on the existing track is re-used either elsewhere on the ARTC network or the nearby Country Regional Network (CRN). Looking forward, Wankmuller said that N2NS expected to re-use 95 per cent of the existing formation. 2020 has also seen changes to the contract and procurement structure for the next legs of Inland Rail. New delivery mechanisms will accelerate work and by breaking up projects more companies at various levels within the construction industry are able to be involved. “In the end we think the industry is potentially limited by the risk that’s realised, not that risk that they take. So, what we’re trying to do is minimise the risk that they take and greatly minimise the risk that is realised so we get as many competitor available to us as possible going forward,” said Wankmuller. As of early December 2020, Inland Rail had $1.65 billion under contract progressing and two to three times that amount under procurement. With perhaps the most complex section of the project tendered as a PPP – the Gowrie to Kagaru leg – and an alliance format for the Tottenham to Albury section, Wankmuller said that Inland Rail was designing the delivery mechanisms to fit the project while encouraging innovation and collaboration. For companies wishing to be involved, Wankmuller highlighted that what is important to Inland Rail is a focus on social performance and creating jobs within the local community, as seen in the P2N section. “This is an all of community project,” he said. “It’s about all of us working together.” With construction beginning on major parts of the project in 2021 and trains already running on completed sections, the future of Inland Rail will be decided by its connections to existing rail networks, intermodal hubs, and ports. Wankmuller said that the project was ensuring that interoperability with the CRN was being pursued to the greatest deal possible, but that business cases on connections between either end of the project and ports in Melbourne and Brisbane need to be completed. Once these final connections are completed, Inland Rail will achieve its goal in connecting the country.
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Workforce & Training
Safety in training Proper training and ongoing competency assessments are a crucial part of a safe rail environment. ONRSR is investigating whether training practices need to be improved. On January 10, 2018, a Queensland Rail passenger train was travelling towards Brisbane Airport. Arriving at Bowen Hills station, the yellow departure signal at the end of the platform displayed was lit, indicating that the next signal would be red. At Bowen Hills the driver and guard changed over. With the new crew on board, the train departed the platform with the yellow signal still lit. Proceeding along the line, the train passed through the next signal which was displaying a red light. The trains automatic warning system had sounded an alarm prior to the signal however the driver had continued. After an alarm was raised in the network control centre, a network control officer commanded the driver to stop. The train stopped 125m before the potential conflict point with another train. The incident is currently being investigated by the Australian Transport Safety Bureau (ATSB), however in a preliminary report published in February 2019, the investigators highlighted a concern with the maintenance of competency system that Queensland Rail had instituted. “Queensland Rail’s administration of the
Network controllers are one of the roles where ONRSR is targeting its inquiries.
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Maintenance of Competency assessment process provided limited assurance that its Citytrain Rail Traffic Drivers meet relevant competency requirements,” the report notes. A final report is expected in the first quarter of 2021. An earlier investigation into an incident in 2015 also raised concerns about training and competency. An empty V/Line train transferring from Waurn Ponds to Geelong passed a signal set at caution. While the driver slowed immediately after passing the signal, the train increased in speed as it continued towards Marshall Railway Station. Approaching Marshall station, the driver saw the home signal at stop and applied the train’s brakes, however the train passed through that signal and the next, both of which were at stop, before coming to a halt. The train had traversed a level crossing after Marshall Station before the warning devices activated. Fortunately there were no injuries or damage due to the incident. In its final report, the ATSB found that the driver’s training did not adequately prepared the driver for the two-signal sequence in question.
Following the incident and report, V/ Line retrained the driver and developed a simulator session to improve driver training in two-position signalling. To Peter Doggett, COO at the Office of the National Rail Safety Regulator (ONRSR) the two incidents highlighted the importance of training, and not just at the beginning of a rail worker’s career. While the 2015 incident was the first time the driver had driven unsupervised, the driver in the 2018 incident had been driving trains since 1985. These incidents, and others like it, has led ONRSR to look more closely into the standard and quality of training for safety critical roles within the rail industry. “We’ve noticed in a couple of key areas when we do the in-depth investigations we’re seeing a bit of an emerging trend where people don’t have the knowledge, competency or the training for some critical positions,” said Doggett. “We’re not saying everyone is in this boat at all, it’s just happened a little more often than we like.” Through its investigations, ONRSR has identified two roles where proper training and ongoing assessment of competency is key; network controllers and protection officers.
“The protection officers and network controller are two fundamental positions that keep people safe out on the tracks, so if there’s elements in those work groups that aren’t as well trained as we think there needs to be, it’s a serious concern,” said Doggett. In August 2020, ONRSR put out a safety message to the industry addressing these concerns, with a focus on network controller competencies. “ONRSR is advising all rail transport operators of the need to assess and address where necessary the competency of network controllers following a series of concerning incidents,” the message noted. “A lack of true practical competency of network controllers is an emerging trend in investigation reports suggesting that, while further work needs to be done to understand the issue in detail, many RTOs are using inexperienced staff in these safety critical roles.” The message highlighted that a lack of opportunity and time for experience and a move towards theory-based learning was creating safety risks. In particular, incident investigations have found that decisions were being made without a full appreciation of the risks involved, and when an emergency has occurred, underexperienced controllers struggled to determine the appropriate response. In the Australian rail regulatory environment, rail transport operators (RTOs) must ensure that staff are adequately trained and have the required competency to safely perform their role. In the co-regulatory system, the day to day enforcement of these requirements is the responsibility of RTOs. In the Rail Safety National Law, RTOs must maintain records of competency of rail safety workers. This includes the training undertaken, the qualifications and competencies, the name of the organisation who conducted the training. While some RTOs conduct training in house, many rail safety workers are trained by private training organisations. Upon successful completion of their training, workers are provided with a statement of competency or certificate of attainment. As Doggett outlined, when ONRSR has a concern about a worker’s competency to perform their role or task safely, a certificate of attainment is often produced. “Over the last few months and years we’ve had more and more concerns and thought, ‘They’ve got the certificate of competency, but they don’t know what they’re doing.’ That has made me start to think, well what’s the role of the registered training organisations that issues these certificates?” Training organisations which provide training for rail safety workers are not
Ensuring a safe rail environment requires collaboration between industry and regulators.
regulated by ONRSR, and instead must meet the requirements set out by the Australian Skills Quality Authority (ASQA). “That’s where it gets a bit tricky for us because we don’t regulate those organisations,” said Doggett. “The work we’ve been doing to date is to try and identify what registered training organisations are used consistently in industry.” So far, in collaboration with industry, ONRSR has developed a database of training organisations that provide rail qualifications and sought information from industry about the quality of training delivered. From these inquiries, Doggett has found that most training organisations are doing the right thing and the vast majority of rail staff are well trained and competent. However, in the rail industry where safety standards are high, any exceptions to this have to be identified. To ensure that staff are adequately trained and have up to date competencies, there is a role both for the regulators and the industry. TRAINING AND COMPETENCY: A SHARED RESPONSIBILITY With further investigations into specific training organisations ongoing, Doggett highlighted that maintaining a safe rail industry is an obligation of the regulator and RTOs. For RTOs this means that assessment of competency should go beyond producing certificates of attainment. “If you’re a rail operator, while you need people to be qualified and have certificates, you have a real obligation as an RTO to ask, ‘How is that going to work in my operating context, in this environment?’” When it comes to protection officers, knowing the specific conditions of each section of track
they are working on is key, something that is not always possible to be taught in one classroom. “Protection officers, who in many places are contractors, could be working in regional NSW one day, Melbourne the next, and South Australia the next week,” said Doggett. “That’s where we really rely on whoever they’re working for, to say, ‘Alright, you’ve got your certificate of competency, what do you know about the network in Adelaide?’ to make sure they understand the local operating environment.” Ensuring that staff have this knowledge could come down to a simple assessment before commencing work. Doggett highlights that the RTO must be confident that they are satisfied that the worker is competent for the task they are required to complete and be able to have the documentation to prove that. At the end of the day, Doggett notes, the legal responsibility lies with the accredited RTO, and that competency must be proven by contractors and subcontractors. “The accredited rail infrastructure manager (RIM) needs to make sure that whatever contractors they bring in understand the local knowledge,” said Doggett. “We’ll always go back to the accredited party as you’ve got to make sure your contractor is competent. You can’t contract out your risk.” Beyond the black and white of the law and assessable competencies, there is also the need for a safety culture, said Doggett. This can mean training in soft skills such as being encouraged and supported to speak up or ask questions. Being able to respond calmly and effectively under pressure is another skill that rail workers, and network controllers in particular will need, and not one that can be assessed in a multiplechoice test.
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Plant, Machinery & Equipment
Gleason Cranes brings Mi-Jack gantry cranes to Australia A new partnership is seeing the return of US-manufactured rubber tyred gantry cranes to the Australian rail market. Victoria-based Gleason Cranes recently announced it had been appointed the national distributor for leading US brand of rubber tyred gantry cranes, Travelift. A staple fixture of intermodal facilities in North America, Mi-Jack’s Travelift and Translift rubber tyred gantry cranes (RTG) are making a return to the Australia rail construction and intermodal market, said Gleason Cranes’ Chris Logan. “The Australian market may not be aware, but there have been seven Travelift container handling RTGs operating locally with major rail businesses, including Australian National Railways, the National Rail Corporation, and Toll North QRX. Mi-Jack Travelift is also the primary RTG provider to the North American prestress industry with the product very popular on new bridge and existing
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bridge reconstruction.” Mi-Jack has machines operating on six of the seven continents and is globally recognised for designing and manufacturing innovative and productive machines. When it comes to the rail industry in particular, Mi-Jack’s extensive experience means that the company is familiar with the particular requirements of the sector. “They can customise the dimensions required to work on bridges and have the capability to pick and carry at capacities which offer huge advantages and cost savings over traditional construction cranes. For the rail sector, they have provided rail wheels in lieu of rubber tyred when requested. The Mi-Jack Travelift RTG range offers capacities ranging from 18t to 295t and dimensions can be customised to
meet specific applications,” said Logan. All of Mi-Jack’s machines and components are manufactured to international ISO certified standards and Logan said these standards demonstrate the cranes’ quality. “Gleason Cranes is well known to the Australian market, we’ve been importing, buying and selling and supporting cranes for over 40 years and we know a winner when we see one. The Travelift product is a winner. There are a number of design features which make the Travelift RTG popular, said Logan. “The optimal engine horsepower/ RPM requirements needed to operate the Travelift are supplied automatically through the Power on Demand feature which maximises efficiencies and achieves 36 per cent fuel savings and 25 per cent
Mi-Jack cranes have had a presence in the Australian market for many years.
The rubber wheeled gantry cranes are used on major construction projects.
extended engine life,” he said. The product incorporates other key features such as lead wheel steering that includes a multiple steer mode system, allowing the operators to steer the crane using distinct steer modes including: 0° inline steer, 90° transverse steer, circle steer, all wheel steer and crab steer at full capacity. An inward facing cab is more spacious featuring a 180° rotating seat which allows the operator direct sight towards the direction of travel and/or the load. High rise cab increases the eye level height and provides better sight lines over stacked product. An auxiliary hoist allows the operator to rotate product while reducing the potential to damage the product. The dual/split trolley provides a solid four point pick ability for unbalanced loads. Air conditioning powered by an AC generator or driven by an air compressor is available. RF remote control allows safe operation of all standard crane function from ground level. Scale readout in the cab shows weights of product lifted. Drive components at all four corners increase gradeability as required by rough yard conditions. Trolley and hoist synchronisation allows the operator to use on joystick to work on both trolleys and hoists in unison for ease of operation. The ladder and platform kit allows easy access to top beams and their components in the event other means
The cranes are a staple of intermodal facilities in the US.
of access are unavailable. The camera package assists the operator by increasing visibility of potential blind spots while travelling. The spreader bars/strong backs manufactured by Mi-Jack are customised to fit the needs for each application. The Autospreader, with adjustable slides and hooking capabilities controlled from the cab, helps to eliminate the need for ground riggers and the need to climb ladders to hook or unhook product. The AutoSpreader comes in various models capable of handling double tees, hollow core, wall panels, I-Beams, and any other applications to maximise productivity. By equipping the Mi-Jack Travelift rubber tyred gantry crane with a magnet package, controlled from the cab, the operator can handle steel products without the necessary ground crew needed to hook and unhook product. C-Hooks are designed for easy handling of steel wire and steel coils. “The Travelift is a world class product,” said Logan. “It is extremely versatile, and designed to operate in numerous applications and industry sectors. It is particularly well suited to the intermodal and container handling industry but is equally at home in prestressed concrete manufacturing and rail applications. “With the amount of infrastructure projects in the pipeline, we believe now is the ideal time to be working with Mi-Jack and the Travelift product and the team at Gleason Cranes looks forward to answering any questions and providing more information on the range,” he said.
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Integrated Logistics Support fills a dedicated stream at ASCI2021 For the first time, ASCI2021 will host a dedicated Integrated Logistics Support stream to highlight its unique characteristics, leading practices, and future career pathways. In line with the overall conference theme, the Integrated Logistics Support (ILS) stream will provide clarity and explore the role of the ILS manager within the organisation and how they might act and respond to deliver a future-proof and resilient supply chain. Australasian Supply Chain Institute (ASCI) is the professional accreditation body for supply chain management in Australasia, making available the first evidence-based professional registrations under its scheme. Registration is available for associates and practitioners across four streams: operations, procurement, logistics and, most recently, ILS this year. ASCI’s annual conference is the flagship event that awards 20 continued professional development points to delegates for registration maintenance, featuring program content across each of the streams, including: • Procurement (Day 1) • Operations Management (Day 1) • Logistics Management (Day 1) • Integrated Logistics Support (Day 2) • And streams for Systems and Technology (Day 2) and Supply Chain Management (Day 2) ASCI2021: SUPPLY CHAIN VISION IN THE DECADE FOR ACTION When: 23-25 February 2021 Where: William Inglis Hotel, Warwick Farm, Western Sydney Tickets: Start from $2,000 including the Awards Dinner www.asci-2021.com.au/asci-program-2021 Grants: Search for ASCI2021 from the list of registered events to apply for 50 per cent reimbursement of costs to participate. For travel, accommodation, conference passes visit www. austrade.gov.au/BEG Chairing the ILS stream is Gary Pearce RegPracILS senior principal consultant at QinetiQ and member of the ASCI ACT Chapter. Pearce is an ILS manager with over 47 years’ experience working in various ADF (21 years), public (12 years) and private sector roles (14 years). According to Pearce, ILS is a whole-oflife integrated management approach to coordination and planning of the separate
logistics disciplines necessary to support, in most cases, weapon systems in the field. “ILS includes the overall planning, directing, controlling of the ILS function and includes effort associated with the logistics support analysis processes, the outcome of which result in identification of the logistics resources, both range and scale, required to support the Mission and Support Systems. “At the ASCI2021 conference, the ILS stream will include both Defence personnel and private sector experts, with a common expertise in life cycle management of assets,” he said. With a Masters in both Logistics Management and Project Management, Pearce has demonstrated experience in ILS, asset management, project management, supply chain, logistics engineering, procurement logistics, materials management, maintenance, technical support, documentation/data, test/trials and training development & conduct. “My career pathway has always centred around ILS but my passion lies in seeing ILS become a dedicated profession within the supply chain management field, with a standardised body of knowledge and continued professional development in ILS. “That’s why I became the first to be registered under the ASCI Professional Accreditation Scheme as a Registered Practitioner in ILS, because it allowed for me to take a pioneering role in supporting the framework for future generations,” he said. Day 2 of the conference on Wednesday 24 February 2021 will kick off with an international keynote from ASCI’s global partners Association For Supply Chain Management executive vice president and founder of the SCOR framework, Peter Bolstorff who will address a humanitarian effort in partnership with the Bill & Melinda Gates Foundation to support the ministries of health in sub-Saharan Africa. According to ASCI2021 program director, Monique Fenech, the African program is a good example of a humanitarian effort, which combines civilian supply chain experts with local governments in African countries. The progress made thus far will provide delegates with an aspirational start to what will be a
day filled with combined Defence and civilian networking and learning through round table discussions, Q&As and masterclasses. Following the international keynote, we hear from a local Australian manufacturer who was attacked by cyber criminals demanding a ransom – a critical topic of which no one is completely immune. Key learnings will be shared from an event that crippled supply chain and business infrastructure. Commencing at 11.30am, Pearce will address the ILS delegates with an overview of ILS, outlining some misconceptions of the role and highlighting the leading components. Pearce’s address is followed by a case study from Andrew Perkins, country manager of Systecon, entitled Enabling Supply Chain Procurement through Integrated Logistics Support. For many organisations, the importance of effective supply chain procurement has only grown in the 21st century. A key driver is the uncertainty and challenging economic conditions we face today globally. The discipline of ILS can assist organisations to maximise asset performance while minimising cost. Understanding logistics requirements for complex systems is required to succeed today. Perkins has 30 years of experience in ILS commencing with the Royal Australian Navy. Lastly, an introduction to the ASCI Professional Accreditations Scheme and how ILS fits in will be tabled ahead of an executive roundtable discussion. The discussion will include Jon Westerland who is responsible for the continuing professional development of KBR’s government services workforce of over 300 direct staff and a further 250 directly engaged sub-contracted staff. Westerland brings 20 years’ experience as a defence technical officer and ILS manager, eight years as a project manager of Defence communications technology integration projects, and ten years as a consultant specialising in the leadership of teams responsible for the design, development and implementation of support systems across local, state and Commonwealth governments.
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Safety & Assurance
Bringing industry together is crucial RISSB highlights the deep benefits that arise from coordination across the rail industry.
RISSB is bringing the rail industry together to progress safety and reform.
One of the key roles RISSB plays is to coordinate and facilitate industry safety groups. This enabler role is important as it allows industry to share best practice, instigate industry driven initiatives, learn from one another, drive innovation, and reduce procurement and other costs. It achieves these outcomes through five key groups: 1) The Safety Managers Group (SMG) is the peak safety group for the rail industry and has been meeting at least three times a year for many years. It provides a forum for industry, RISSB, ONRSR, TrackSAFE, the ARA and ATSB to come together and discuss key safety issues and initiatives. The SMG provides for a collaborative, open exchange of information and ideas, and a means by which industry can form agreed positions on key rail safety policy and operational matters. 2) The SPAD/LRTAE Group has been operating for over five years, initially with the ARA and for the last two years with RISSB. It covers heavy rail SPADs and light rail LRTAEs and consequently has widespread industry representation. The Group has developed agreed
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national SPAD/LRTAE classifications for reporting and this has been adopted by ONRSR. The Group is currently working with Central Queensland University on a number of research projects including Train the Train Controller, SPAD PreCursor Behaviour, Relieving Drivers (post SPAD/LRTAE) and a standard proforma for SPAD investigations (including a separate form for light rail LRTAEs) and has recently agreed to explore new projects including risk-based commentary and to review a paper the Group prepared several years ago on mobile devices. 3) The National Track Worker Safety Forum has been meeting for many years to gain cross industry learnings from incidents, accidents and projects. RISSB recognises the importance of track worker safety and has initiated its own track worker safety projects and is contributing to a research project to identify world standard safety solutions (funded by ONRSR and RISSB with ACRI managing the project). 4) The Chief Medical Officers Council (CMOC) provides a forum to discuss a
range of issues relevant to the medical standards for rail industry workers. This includes the actual standards themselves (which will be reviewed in 2021/22) and how these need to reflect modern medical research in areas such as sleep apnoea as well as issues related to Authorised Health Professionals. 5) The Human Factors Managers Group (HFMG) is a more recently formed industry group that meets to discuss key human factor matters and share best practice and discuss innovative ideas. RISSB has developed numerous human factors related publications and members of the HFMG have been instrumental in the development of these. RISSB is honoured to bring together these industry groups and facilitate other related activities such as the biannual SPAD/LRTAE symposium and the Sharing Investigations Forums. Meetings of these industry groups and various forums kicked off this month and will continue throughout 2021. A proposed Occupational Health in Rail forum focusing on medical matters is also planned for 2021.
A P R I L SPECIAL FEATURE
| FEBRU I S S U E 01
W W W. R
21 A RY 20
AILEXP
RESS.C
OM.AU
t rail g the ligh Imaginin f the future systems o logy
CONTRACTORS CAPABILITY SHOWCASE
the techno s ed designing Thales is mobility ne morrow’s now for to 26 - SEE PAGE
k rollingstoc Victoria’s strategy
tes ject upda Major pro AIL from AusR
estigating ONRSR inv ndards training sta PA GE 50
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PA GE 42
SU PP OR
TE D BY :
The pipeline of rail projects in Australia and New Zealand is seeing more companies enter the rail construction space. In April, Rail Express will be publishing the definitive list of those who have the capabilities to deliver on the Australasian rail boom. This special feature will involve not only the stories behind recent entrants and old hands in the sector, but a capabilities statement from companies working on construction projects.
CONTACT OLIVER PROBERT
BUSINESS DEVELOPMENT MANAGER, RAIL EXPRESS 02 9439 7227 | 0435 946 869 OLIVER.PROBERT @ PRIMECREATIVE.COM.AU
With the pipeline of projects only expected to grow and many projects about to move from the planning to construction phases, this issue will become a resource for the industry throughout 2021. To make sure your business stands out, there are a range of options to increase exposure. Get in touch with our team today to find the package that suits you.
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Imagining the light rail systems of the future Thales is designing the technology now for tomorrow’s mobility needs - SEE PAGE 26
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Victoria’s rollingstock strategy
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Industry Associations
ALC leading a packed policy agenda into 2021 With 2020 now behind us, the continued growth of the freight and logistics sector will depend on continued momentum built up over the past 12 months, writes Kirk Coningham, CEO of the Australian Logistics Council. 2020 was a tough year. Industry rose to the significant challenges of the bushfires only to be asked, almost immediately, to dig deep to counter the unprecedented challenges of COVID. We’ve been digging deep all year. As 2020 fast disappears in the rear-view mirror, there is much of which our industry can feel proud and, perhaps, optimistic about as we look to 2021. Necessity has driven deeper engagement as governments turned to industry for help. Our common objective, keeping freight flowing while preventing transmission of the disease along the vector of supply chains, was almost universally achieved. What started early in the crisis as grudging respect from governments has expanded into real trust. This level of trust delivered major advances including, initially, respecting the idea that all freight is essential, this quickly moved to special privileges for our industry at borders prioritising the movement of freight over the movement of people. Quiet initial agreements with governments developed into the National Freight Movement Code passed by National Cabinet. Exceptional work from the ALC Safety Committee in sharing advanced COVID Safe plans with governments that convinced all that our industry was deserving of special consideration. Notable highlights for our team in 2020 also included working across federal departments, ministers and state premiers to secure the unilateral suspension of curfews across 547 local councils Australiawide. Governments and departments at all levels are now working with us to keep these as a permanent fixture. Significantly, enhanced trust with the federal government has delivered a broader range of relationships with departments including Home Affairs, Treasury, and Foreign
Affairs and Trade expanding our influence and their knowledge of the importance of supply chains Our 2021 focus will be giving effect to our new Strategic plan 2021-26 delivering a much greater focus on member value and maintaining the trust demanded to get the policy and infrastructure we need. We also have a specific focus on the future including training, technology uptake, and championing a single freight data standard to improve data-led decision making. This includes holding jurisdictions to account on their promises with our Scorecard launched in December by Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development, Michael McCormack. In 2021, ALC will push for closer industry and government consultation built off the COVID response. Governments and industry worked closely to ensure freight moved efficiently across state borders while confronting and controlling the spread of COVID-19. We want to maintain this momentum, with the partnership between industry and governments delivering smart solutions to problems and real time responses to opportunities. This will include developing policy and infrastructure to support rapid advances in technology from automation and electric delivery vehicles to data capture and analysis. Immediate policy priorities for early 2021 include: 1. COVID-19 NEW NORMAL • Permanent removal of curfews; • Working with governments to ensure safe and efficient national vaccine delivery; o Including gaining priority access to the vaccine for all freight workers; • Continue to prioritise the movement of freight over passengers; and • Maintain momentum with partnerships
with governments at all levels to improve industry efficiency and safety and support national recovery. Research commissioned by ALC indicates that the removal of curfews in residential areas during COVID had minimal impact and broad support. ALC is pressing governments at all levels to remove curfews permanently while reviewing alternative solutions to noise reduction such as electric vehicles and soundless reversing technologies. 2. D ELIVERING THE NATIONAL FREIGHT AND SUPPLY CHAIN STRATEGY • Holding jurisdictions accountable for implementation through the ALC Scorecard; • Supporting the establishment of the National Freight Data Hub; and, • Promoting a Single Freight Data Standard Capturing and understanding real time data, made possible through the adoption of a national data standard and development of a national data hub, is crucial. Strong data leads to better informed policy and infrastructure choices. This includes better urban planning and long-term preservation of freight lands and corridors. 3. A DOPTING A NATIONAL OPERATOR STANDARD Required standards include: • Mandating safety management systems to ensure baseline compliance; • Financial measures to ensuring heavy vehicles are safely maintained; and • Ensuring accurate, real time safety data is efficiently and reliably collected via telematics. Nationally consistent rules will deliver a level playing field on safety. This improves community confidence and controls dangerous and unsustainable cost cutting. National standards deliver a better, safer, and more sustainable heavy vehicle industry.
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Industry Associations
An evidence-based recovery A pipeline of research will inform the expansion of the rail industry in 2021, writes Caroline Wilkie, CEO of the Australasian Railway Association. If 2020 was a year of doing things differently, 2021 will undoubtedly be a year of making the most of Australia’s recovery. There has been much made of the significant pipeline of work in the rail industry, and the thousands of jobs that will flow from the projects to get underway in the next decade. But to really get the best value from this opportunity, the rail industry will need to evolve to ensure a strong and sustainable future. That is why the ARA is progressing a significant research agenda over the coming months to inform our work to support a vibrant rail industry for the long term. Our faster rail report will soon be released and is expected to emphasise the importance of ensuring upgrades to our rail network are prioritised. While the report will have much to say on the faster rail corridors already identified and under business case review, it will also look at how upgrades to existing rail lines can increase the speed and efficiency of passenger rail services. This work must be prioritised even as
“Our faster rail report will soon be released and is expected to emphasise the importance of ensuring upgrades to our rail network are prioritised.” Caroline Wilkie, CEO of the Australasian Railway Association we consider the way forward for faster rail networks over time. We will also be releasing a rail supply chain report early in the year, providing a snapshot of the key issues facing the more than 900 businesses that operate in the industry. This will be a foundational report that will inform the development of the ARA’s rail supply chain blueprint in consultation with industry this year. As our technology and innovation research confirmed in 2020, there are huge opportunities to grow Australia and New Zealand’s rail supply chain off the back of an
expanding global rail technology market. Our rail supply chain research will help hone in on the biggest benefits that can be realised through a national and coordinated focus. Of course, moving more freight on rail has long been a focus for the ARA and the broader industry. We will soon launch new research on the issues that have frustrated efforts to promote greater use of rail freight, and how government and industry can work together to make the best use of all modes of freight transport in the future. This will provide critical insights to
Research will include looking into the issues that frustrate rail freight in Australia.
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CREDIT: SHUTTERSTOCK.COM
support rail freight’s growing contribution to meeting national demand. Beyond these significant pieces of work, the ARA is continuing to support passenger rail operations as it recovers from the impacts of 2020. Our analysis of rail passenger numbers in 2020 found that, while passengers were going back to the network as COVID restrictions eased, a return to previous levels would be slow to achieve. As we all return to school and work, more of us are returning to the rail network thanks to the industry’s efforts to continue to deliver safe public transport services in a changing world. And it is essential that more of us do. If just one in 10 people who moved to their cars during COVID-19 restrictions don’t return to the rail network, Australia will face $4 million in environmental costs and $55m in additional safety costs. With rail passenger travel generating 30 per cent less carbon pollution than road
The ARA will produce a faster rail report in 2021.
travel, we need to support a return to rail, within the latest advice from governments across the country. You will be hearing more from the ARA on this issue over the course of the year as we track patronage levels in Australia and New Zealand, and keep you up to date with the measures industry is delivering to keep public transport services safe. And of course, we will need to keep the focus on bringing more people into the rail industry. The ARA’s Value of Rail 2020 report confirmed 20,000 new people had joined the rail industry since 2016, due in large part to the number of new construction projects that got underway during that time. But with many more projects still to begin over the coming years we will need more people with the skills required to drive the modern rail network of the future. Specialist skills such as project management, electrical and signalling will be critical to ensure the continued
growth of the industry. Having measures in place to support pathways for these professions from schools, universities and other industries will be needed to make sure these gaps are filled over the long term. Making it easier for people to move between jurisdictions to take up these roles is also an important part of the solution and our work with the Rail Industry Worker program is supporting efforts to achieve standardised skillsets in the industry. We will be furthering our focus on promoting careers in rail this year, and our early conversations with governments on this issue are positive and ongoing. So there is much to be excited about in 2021, and many fronts on which the ARA will continue to advance the rail industry’s agenda. We look forward to keeping you updated as we progress this work on behalf of our members.
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Contracts in brief
Keep up to date with the latest contracts, EOIs, and tenders announced this month NATIONAL D&C tender released for Cabramatta Rail Loop The Australian Rail Track Corporation (ARTC) has released the design and construct tender documents to a shortlist of Downer EDI, Fulton Hogan, and John Holland. The contract includes 1.65km of new track, duplication of two bridges, track realignment and the reconfiguration of Broomfield Street. NSW Contract packages for Sydney Metro lines released Sydney Metro has confirmed the structure of a number of contracts for the Sydney Metro West and Western Sydney Airport projects. The trains, signalling, maintenance and operations for Sydney Metro West (TSMo) were combined into one package. On Sydney Metro – Western Sydney Airport, the stations, systems, trains, operations, and maintenance (SSTOM) contract will be a 15-year public-private partnership, similar in scope to the Sydney Metro Northwest PPP. Suppliers have been invited to register their interest in prequalification for the surface and civil works package. Contract awarded for Sydney Metro Southwest stations The contract to upgrade stations on the Bankstown Line to Metro rail standards has been awarded to a joint venture of Haslin Constructions and Stephen Edwards Constructions. The contract covers retrofitting stations along the existing 125-year-old line to be more accessible and safer. Work includes upgrading and re-levelling existing platforms for level access, two lifts at Canterbury Station, a family-accessible toilet at Canterbury Station, improving security fencing along the rail corridor, interchange improvements, and general improvements such as better lighting, painting, tiling and paving. The contract also includes preparing the stations for the installation of platform screen doors. Work will begin in the first half of 2021. VIC Funding confirmed for Next Generation Trams The Victorian government has confirmed $1.48 billion to locally build 100 modern,
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accessible trams to replace A and Z class rollingstock. The order is expected to support 1,900 local manufacturing jobs and will include a new maintenance facility for the future fleet. The next-generation trams project has been in the interactive design stage, with indications that the future trams will include on-board energy storage to reduce the need for infrastructure upgrades. Several manufacturers have participated in design and engineering workshops to adapt their tram models for the Victorian network. EOI opens for Suburban Rail Loop Following a pre-qualification process, construction contractors have been invited to express interest in the first phase of stage one of the Suburban Rail Loop. The work involves upgrading roads and power supplies, building new sub-stations, utility relocation and protection, ground improvements, and preparing sites for the arrival of tunnel boring machines. Contracts awarded for level crossing removals In Preston, in Melbourne’s north, John Holland Group, Kellogg Brown and Root, Metro Trains Melbourne, and the Level Crossing Removal Project will remove four level crossing on the Mernda line. The $564 million contract covers the replacement of crossings at Oakover and Murray roads, and Bell and Cramer streets with a raised rail line. Works will also comprise two new stations at Bell Street and Preston. In Melbourne’s west, an alliance of Fulton Hogan, Metro Trains Melbourne and the Level Crossing Removal Project has been awarded a $234m contract to remove the level crossings at Fitzgerald Road in Ardeer and Robinsons Road in Deer Park. A road underpass at Robinsons Road and a road overpass at Fitzgerald Road will be built by 2023. The alliance contract for the Ferguson Street crossing removal project in Williamstown has also been awarded. McConnell Dowell, Arup, Mott MacDonald, Metro Trains and the Level Crossing Removal Project will lower the rail line into a trench and built a new North Williamstown Station. The $192m contract will see the boom gates gone by 2022 with site set-up commencing from mid-January.
In late 2020, the Victorian government also awarded the contract for the level crossing removal at Hallam Road. An alliance of Laing O’Rouke, Jacobs, Metro Trains Melbourne and the Level Crossing Removal Project will build a rail bridge to improve safety, traffic flow, and pedestrian connections. A new station at Hallam will also be built. The crossing will be gone by 2022. WA Builder chosen for Lakelands Station ADCO Constructions will design and construct the new Lakelands Station, south of Perth on the Mandurah Line. The contract includes the two station platform, station building and concourse, as well as bus interchange and 400-space car park. The final contract will be awarded in 2021 with the station expected to open in 2023. NZ Contracts awarded for tracklaying and overhead on CRL Martinus Rail has won the contract for rail supply, track, and overhead wiring for the City Rail Link in Auckland, New Zealand. Martinus will supply and install all the rail, slab track, ballasted track, rigid overhead conductor bar and overhead line equipment works between Britomart and Mt Eden Stations. The works are expected to last for two years following mobilisation in early 2021. KiwiRail opens engagement for $1bn works pipeline Held on December 18, the market engagement event provided an update on projects in Auckland, as well as a high-level overview of procurement packages coming to market in 2021. KiwiRail has also opened a registration of interest (ROI) for providers of electrical maintenance services for the Auckland Metro traction system. The contract runs from 1 January 2023 to 31 December 2027. The ROI will lead to a closed request for tender process. In the tender briefing documents, KiwiRail notes that some or all of the services will be brought in house potentially over the course of the contract, meaning the provider will be required to train and work with KiwiRail staff.
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