Rail Express February 2022 by Prime Creative Media

I S S U E 1 | F E B R U A RY 2022

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

Grasping the sustainable opportunity Alstom’s hydrogen technology is leading the charge towards rail decarbonisation – PAGE 24

Chinese rail train makes tracks in Pilbara

AusRAIL PLUS Conference and Exhibition

Casting major shade on railway station

PAGE 13

PAGES 15-35

PAGE 40

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Contents Issue 1 - February 2022

From the Editor

Industry news

AUSRAIL PLUS CONFERENCE AND EXHIBITION

Sustainable Yarra Trams in a sustainable city

STRAILastic green tracks reduce urban heat sinks

Convergence and connectivity with Moxa

Siemens’ environmental footprint for the future

Come touch the Manco metal

Alstom makes most of opportunities

Dig the new Liebherr excavators

Wabtec doubles down on zero emissions

SYSTRA brings Europe to Australia

Reach new heights with IKON

GS1 helps maintain material master data

M A J O R P ROJ E CT S A N D I N F RA S T R U CT U R E

No hidden costs with DCWC

DB E.C.O. shaping world of tomorrow today

Degnan shines light on railway station

O P E R AT I O N S A N D M A I N T E N A N C E

Stand by for action with CHK

SIGNALLING SOLUTIONS

Complete in-house service from Downer Group

P LA N T E Q U I P M E N T M A I N T E N A N C E

46 I S S U E 1 | F E B R U A RY 2022

MATISA tampers small with big hearts

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

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

Grasping the sustainable opportunity Alstom’s hydrogen technology is leading the charge towards rail decarbonisation – PAGE 24

COVER STORY Alstom’s hydrogen technology is leading the charge towards rail decarbonisation.

ARA: Rail use supporting sustainability

RISSB: Continuing to set the Standards

CO N T RACT S, T E N D E R S, E O I S

The latest rail projects around Australia

See page 24. Chinese rail train makes tracks in Pilbara

AusRAIL PLUS Conference and Exhibition

Casting major shade on railway station

PAGE 13

PAGES 15-35

PAGE 40

SUPPORTED BY:

WWW.RAILEXPRESS.COM.AU | 3

From the Editor Issue 1 - February 2022

Published by:

Ray Chan Editor - Rail Express

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 Group Managing Editor (Southern) Sarah Baker E: sarah.baker@primecreative.com.au Editor Ray Chan E: ray.chan@primecreative.com.au Business Development Manager Alex Cowdery M: 0423 177 977 E: alex.cowdery@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, Aisling McComiskey Subscriptions subscriptions@primecreative.com.au

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

4 | ISSUE 1 - FEBRUARY 2022 | RAIL EXPRESS

Welcome to the February issue of Rail Express

e head into 2022, as we do with every turn of the calendar, with optimism and hopeful expectations of a productive and rewarding year ahead. And what a previous 12 months we have experienced, with many highs attained amidst the lows of a pandemic-effected economy. The period had begun with a harbinger of the new normal, with the wearing of masks an increasingly common feature on transportation networks across Australia, as indeed through all sectors of the community. Combined with social distancing, it’s a procedure we are all accustomed to, vaccine jabs notwithstanding, as the spread of COVID continues to pose a constant threat. Sydney’s International Convention Centre will be filled with face-protected delegates as it hosts AusRAIL PLUS. Attendees will be chomping at the bit to personally catch up with friends and stakeholders old and new after the insulation of the previous event, which had been delivered almost entirely via video conferencing. Presentations had been shared and panel discussions facilitated via a digital medium that has now become commonplace at work and in the home. Rail organisations worked diligently to maintain essential services through the pandemic and this is the first opportunity in two years to get together and discuss the key issues the industry is facing. Importantly, many of the presentations at the conference will focus on sustainability and the aims of the rail industry to do its part to cut down carbon emissions. In this edition, you can read about the objectives of conference participants who have rightly made this goal their leading priority. Encouragingly, just a month after the COP26 talks, three Australian key transport peak bodies – the Infrastructure Sustainability Council, Roads Australia and the Australasian Railway Association – have reconfirmed their commitment to work in partnership to help passenger and freight rail lead decarbonisation of the transport sector. On other fronts, a number of significant milestones was achieved in 2021. For example, the Melbourne-to-Brisbane Inland Rail project, which began to pick up steam last year, has well and truly picked up pace, with the Narrabri to North Star (N2NS) section progressing

at an impressive rate, and contracts awarded for the construction of the Queensland corridor. Track laying on the first rail crossing under Sydney Harbour was completed, marking a major achievement for the Metro City & Southwest project, with services set to start in 2024. The Cross River Rail line in Queensland is close to being delivered, with the final tunnel borer breaking through at the Northern Portal near the Inner City Bypass just before Christmas, marking the end of tunnelling. Major works also kicked off to deliver a $28 million track connection that will enable freight to be transported from Dandenong South to the Port of Melbourne by rail, taking trucks off the roads. Contracts were issued for the state’s Suburban Rail Loop, due to kick off this year, while the Big Build just kept getting bigger. In WA, it’s all systems go as the state forges ahead with building about 72 kilometres of new passenger rail and up to 22 new stations, in one of the largest single investments in public transport that Perth has seen. Meanwhile, in Adelaide, the city’s fleet was boosted with the addition of 36 state-of-theart A-City three-car trains from Alstom – all made in Dandenong – which feature one of the largest single heating ventilation and cooling units in operation in Australia. In the suburbs, work to electrify the major Gawler line continued unabated. And it hasn’t been exactly quiet on the other side of the Tasman. City Rail Link has completed its tunnelling through central Auckland, in a year that included many other infrastructure accomplishments. All in all, the rail industry is maintaining its resurgence and shows little sign of slowing down. Research has shown that trains regained their spot as the most popular form of public transport in 2021, ahead of buses, trams and ferries. As the public learns to deal with life in a pandemic, and adjust their travelling regimes accordingly, the time is ripe to champion the many benefits of both passenger and freight rail: safety, convenience, reliability, and of course, their ability to provide a healthier option for the environment, while easing congestion on the roads. ray.chan@primecreative.com.au

WHEN THE WORK GETS DONE....

INNOVATION CONTINUES… RYAN BLACK

E M A I L : rblack@mancoeng.com.au P H O N E : +61 401 748 873

BRYAN BLACK E M A I L : bryan@manco.co.nz P H O N E : + 64 21 960069

mancorail.com.au mancorail.co.nz

News

Victoria

Work kicks off on Melbourne port rail shuttle By 2050, the Port Rail Shuttle Network is predicted to move 30 per cent of Melbourne containers by rail.

Major works are now underway to deliver a $28 million track connection that will enable freight to be transported from Dandenong South to the Port of Melbourne by rail, cutting transport costs for businesses and taking trucks off arterial and suburban roads. The new 862-metre track connection will link the Cranbourne rail line to a new freight terminal to be constructed and operated by Salta Properties. The rail connection – known as a spur line – will enable more efficient rail transport to and from the Port of Melbourne – Australia’s largest container and general cargo port.

Once fully operational, the Port Rail Shuttle connection in Dandenong South is expected to remove more than 300 truck trips every day from the Monash Freeway, reducing congestion, pollution and impact on the road network. The Dandenong South connection is one of three key projects to be delivered as part of the Victorian Port Rail Shuttle Network, with works to link the Somerton terminal and the Altona terminal also underway. Once complete, the Port Rail Shuttle Network is estimated to cut freight transport costs by up to 10 per cent and slash truck

movements on suburban roads by up to 175,000 trips each year. By 2050, the Port Rail Shuttle Network is predicted to move 30 per cent of Melbourne containers by rail. Construction of the project is expected to be completed by the end of 2023. The terminal will be built close to major distribution centres for Bunnings, Woolworths, and Amazon Australia. To minimise the project’s impact, crews from the Level Crossing Removal Project are delivering the works in parallel with work already underway to duplicate the Cranbourne line, allowing for metropolitan passenger trains to run every 10 minutes on average in the morning peak. Every container entering and leaving the terminal will be photographed with highdefinition cameras, allowing trucks and trains to pass through without stopping whilst their containers are photographed. The first phase of this project is expected to be completed in two years, with Salta anticipating the value of the new Nexus Industrial Estate to exceed $1 billion over the next three to five years. The Australian Government has invested $18.3 million into the Port Rail Shuttle Network, and the Victorian Government is investing $9.7 million.

Big plans in development for Little River Pacific National has unveiled plans to develop a new intermodal container terminal in Little River to connect Melbourne’s major freight zone in the west to Inland Rail. Company CEO Paul Scurrah said the rail freight business had secured an option over a large 540-hectare site to construct the terminal and develop a surrounding logistics precinct on the existing interstate rail corridor west of Melbourne’s CBD and port. “Pacific National’s new Little River site is in a prime position on the main interstate rail line and close to the Princes Freeway, delivering efficient freight transport connectivity to nearby logistics companies, distribution centres, warehouses, shippers, and manufacturers,” he said. “Close to Melbourne’s freight centre of gravity, Little River will help to shift more freight from road to rail until delivery of the Western Interstate Freight Terminal (WIFT).”

6 | ISSUE 1 - FEBRUARY 2022 | RAIL EXPRESS

Scurrah said Pacific National is investing $20 million to secure land options in Little River and commence detailed planning and design works, with the aim for an 80-hectare intermodal terminal to be operational by 2026 and directly supporting more than 200 frontline rail freight jobs. “In the future, the broader logistics precinct – serviced by the rail terminal – will feature extensive warehousing, cold storage, and refuelling facilities, generating more than 4,000 skilled jobs,” he said. Pacific National’s Little River site is located near Melbourne’s major freight catchment zone which lies to the west of the CBD, where more than 70 per cent of containerised rail volumes are concentrated, and conveniently only 39 kilometres by rail to the Port of Melbourne. Scurrah said a Little River terminal would better service the major east-west market – a

critical corridor in the national supply chain – where approximately three million tonnes of containerised freight is hauled annually by rail from Melbourne, to Adelaide, and then across the Nullarbor to Perth. He said Pacific National is securing key sites along the Inland Rail alignment to unlock benefits of the project and haul greater containerised volumes by rail not only between Melbourne and Brisbane, but also from Australia’s east coast to Western Australia. In recent years, Pacific National has invested $35 million to deliver regional Australia’s largest intermodal terminal at Parkes in the Central West of New South Wales and secured Acacia Ridge Terminal in South East Queensland via a $205 million acquisition – both are located on the alignment of the future Melbourne-Brisbane Inland Rail.

Moving beyond

Transport solutions driven by a passion for mobility

The future of mobility in our globally networked world calls for seamless, sustainable, reliable, and secure mobility solutions. We’re leveraging the benefits of digitalization, engineering excellence, and our entrepreneurial spirit to master this challenge. Trusted by our partners, we’re pioneering transportation, moving people sustainably and seamlessly from the first mile to the last. And we always go the extra mile to help transport services all over the globe move beyond the expected. siemens.com/mobility

News

New South Wales

Inland Rail picks material distribution centre Planning and investigations are underway for the facility which will service the future installation of ballast, sleepers, rail and turnouts along the 1700-kilometre Inland Rail alignment. ARTC Inland Rail interim Chief Executive Rebecca Pickering said Narromine has been selected as the preferred location for the southern material distribution centre due to its prominence and locality along the Inland Rail alignment. “Narromine is a significant location for the Inland Rail as it is the staging point for the largest greenfield section of the project between Narromine and Narrabri,” she said. “It is hoped that the development of the facility will generate opportunities for jobs and suppliers of goods and services in the area. “In addition to storing materials, we would also set up site offices which will generate long-lasting employment opportunities.” Federal Member for Parkes Mark Coulton said the proposed distribution centre in Narromine is a great win for the local community.

The project will support 7500 jobs in NSW.

“We’re already seeing the enormous benefits Inland Rail is bringing to communities along the Narrabri to North Star section, and now it’s Narromine’s turn to reap the rewards,” he said. “This distribution centre will create a boom for the local economy, providing opportunities for local people and businesses to be involved in this once-in-a-generation project. “Inland Rail will support 7500 jobs in New South Wales at the peak of construction and

boost Gross State Product by $3.4 billion over construction and the first 50 years of operation. “Once complete, the Melbourne to Brisbane line will provide connection to a network of roads and rail that can increase the resilience of local supply chains and enhance capacity for regional businesses to access new markets for generations to come.” Pickering encouraged the community to take part in the planning process which will need to be completed over the coming months before construction starts early next year. “At this point, we’re looking to carry out environmental investigations of an area just outside the Narromine township so that we have a firm understanding on the cultural heritage, air quality, noise and vibration impacts and flooding risks,” she said. ARTC will now undertake a Review of Environmental Factors (REF) process. Pending the outcome of the REF and further planning, work will commence later next year.

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Established in 1985, Harrybilt Engineering is a family owned manufacturing business, located in Victoria. They have provided specialised engineering services to local and interstate rail customers for over 35 years and have developed significant experience in the rail industry. The team specialises in the design, development and manufacture of specialist equipment for Rail Infrastructure Networks across Australia. Everything is built to withstand the toughest conditions and by listening to customer feedback, the team are always improving and increasing their product range to keep pace in this specialised industry.

ROAD RAIL VEHICLES Harrybilt Engineering has designed and manufactured Hi Rail and Rail Guidance Systems for Excavators (wheel and track) and Trucks to individual contractors and major companies Australia wide. The team offer a full turn-key solution with every Road Rail Vehicle tested on a purpose built on site track and supplied with relevant test documentation prior to leaving the factory. The team have partnered with Hitachi to develop the S Series Rail Machine which is efficient and simple to operate. They have also worked with customers to develop the Hi Brid Rail System which allows a wheeled excavator to run on both standard and narrow gauges and the Hi Ride Rail System which includes a feature to lift a wheeled rail machine clear of train stops when travelling to increase productivity.

RAIL MAINTENANCE ATTACHMENTS Harrybilt Engineering manufacture Rail Maintenance Equipment including rail and sleeper handling attachments. The team are often challenged with unique rail problems and by listening to customer feedback the team are able to design and manufacture a customised product. One of their new products is the Mini Bullant, it can be used to move or for the side insertion of rail of sleepers. Suitable for Light Rail Excavators. Attachments we have coming soon are the Rail Gator which meets the needs of customers who require a fast and effective way to cut rail. The Mini Pole Grab is also joining the product line. It has been designed to safely and efficiently pick up, lift and handle round loads.

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News

Queensland

Hydrogen trains for Queensland freight Rail freight operator Aurizon has teamed up with global mining firm Anglo American to explore potential development of hydrogenpowered trains for bulk freight on two of Aurizon’s rail corridors in Queensland. Aurizon and Anglo American have entered into an agreement to conduct the Feasibility Study that will explore the application of Anglo American’s proprietary hydrogen fuel cell and battery hybrid power units in heavy haul freight rail operations to replace diesel engines. If the study is successful, the parties would deploy the technology on Aurizon’s Moura rail corridor which connects Anglo American’s Dawson metallurgical coal mine and the Gladstone Port, as well as Mount Isa rail corridor that operates between the North West Minerals Province to Townsville Port, via Aurizon’s Stuart Terminal. Anglo American technical director Tony O’Neill said the agreement marked the first time the miner’s hydrogen power technology would be tested beyond its existing mine haul truck program. “Displacing our use of diesel is critical to eliminating emissions at our sites and along our value chain. We believe that our innovative hydrogen-led technology provides a versatile solution, whether for trucks or trains or other forms of heavy duty transport,” he said.

Queensland’s Deputy Premier and Minister for State Development Steven Miles said the announcement was in line with Queensland’s ambition of becoming recognised as Australia’s ‘hydrogen state.’ “The announcement is more proof that Queensland is committed to capturing every section of the renewable energy value chain,” he said. Queensland has been taking a series of initiatives this year to position itself as a hydrogen super hub and exporter. In October, the Queensland Government signed an agreement with renewable energy and hydrogen company Fortescue Future Industries to build one of the world’s largest hydrogen-equipment manufacturing facilities in Gladstone. Japan’s largest hydrogen supplier Iwatani is also conducting a $10.4 million feasibility study into the development of a large-scale renewable hydrogen facility in Gladstone. Similar projects are underway at Townsville, where a feasibility study by Ark Energy is investigating the development of a renewable hydrogen facility focused on the transport industry at Sun Metals’ zinc refinery in Townsville, along with hydrogen export facilities at the Port of Townsville. Miles said Queensland is perfectly positioned to be the world’s renewable

Aurizon could soon be transporting freight on hydrogen-powered locomotives in Queensland.

energy superpower. “This project is more proof of that future. Where we use cheaper cleaner energy to power Queenslander’s lives and to make the equipment the world needs as we move towards more decarbonisation,” he said. “Imagine new economy minerals which can be used to make batteries to store renewable energy, being moved from the North West Minerals Province to Townsville, on a train powered by hydrogen made from Queensland sunshine.” Aurizon is Australia’s largest rail freight company, with the decarbonisation of its supply chains at the centre of its target to reach net zero operational emissions by 2050. Aurizon has also commenced research and development for battery-powered trains with a number of industry parties and Australian universities.

Mount Isa rail corridor freight cost trial The Queensland Government is funding a $1.8 million trial aiming to reduce costs and increase efficiencies for commercial freight users on the Mount Isa Line rail corridor. Treasurer and Minister for Trade and Investment Cameron Dick said the freight coordinator service trial, to be undertaken by TransBulk Logistics, will help unlock new investment and more jobs in north west Queensland. “Major resource companies in the north-west are heavy users of the rail line between Mount Isa and Townsville,” he said. “It is a critical link from the North West Minerals Province to the Port of Townsville and export markets beyond. “However, many smaller mining operators still rely exclusively on road transport. “We want junior miners and potential new ventures, including in agriculture, to have access

to the same efficiencies through freight trains that larger resource companies enjoy. “TransBulk Logistics will use their technology and business model to establish a six-month proof-of-concept logistics coordination trial in the North West Minerals Province. “This would open up the potential for smaller operators to access rail transport by combining movements, reducing costs and making rail a more cost effective and attractive option.” Transport and Main Roads Minister Mark Bailey said higher utilisation rates should then reduce the costs for all users. “Taking more freight off our roads and onto the Mount Isa Line rail corridor would boost the productivity of our existing rail assets in the north-west and reduce road maintenance costs in the region,” Mr Bailey said. “If this initial trial proves successful, TransBulk Logistics will seek to develop and

implement an expanded freight coordination service prototype, providing greater access to export markets for junior miners and primary producers. “The Mount Isa line runs along some of the world’s largest deposits of copper, lead, zinc, silver and phosphate rock. “That’s why we continue to invest in the line to ensure the continued safety, reliability and uptake of rail freight along the line to support this vital supply chain. “This month we completed a $49 million upgrade on the Mount Isa line to replace 66,500 steel sleepers with new concrete sleepers, as part of an ongoing $344 million investment in the line. “It’s through our record $27.5 billion road and transport plan that we can undertake major projects like this on our road and rail, to the benefit of all Queenslanders.”

WWW.RAILEXPRESS.COM.AU | 11

News

Western Australia

WA fast rail link viability study welcomed The Australasian Railway Association has supported the WA Government’s investigation into the viability, benefits and costs of a Fast Rail link connecting Perth to the regional city of Bunbury. The trains would be able to travel up to 180km/h and could transport passengers from one end to the other in less than an hour along the Forrest Highway corridor. The proposal would be to provide a sub-90min rail link between the two cities with the current existing rail service, the Australind, taking two hours and 30 minutes. Transport Minister Rita Saffioti said this was “planning for the future”. “We’re ensuring Bunbury has quality access to public transport, with six new Australind railcars to be built locally in WA and on track to be delivered in 2023,” she said. The Government has also released a State Infrastructure Strategy to support future government decision making in relation to connectivity and land use in the South West region, and potentially other regional centres in the state. ARA Chief Executive Officer Caroline Wilkie

The WA Government is investigating the possibility of fast rail for regional areas.

said greater use of rail will be an essential part of the country’s sustainable future. “Faster rail networks will be crucial to connecting our cities with growing regional centres,” she said. “We know that when catching the train takes the same time or less as driving, more people will choose public transport instead of getting behind the wheel. “Immediate investment in existing networks to improve the speed, reliability and frequency of rail services is the first step in this process.” One of the submissions to the draft plan has put forward a more all-encompassing

“rapid rail network” concept, which would stretch from Geraldton to Esperance with stops in major cities and small regional towns. This would involve thousands of kilometres of railways to link the Midwest, metropolitan Perth, South West, Great Southern, southern Wheatbelt and southern Goldfields, to be built ahead of forecast population growth in the regions. Some local governments are already calling for the reopening of the former passenger service from Albany to Perth, which closed in 1978. Currently, the route is now solely used for freight.

Half century for iconic Prospector The iconic Prospector train service connecting Perth and Kalgoorlie in WA has celebrated 50 years of travel. The Prospector service commenced on November 29, 1971 and was the fastest trip with the largest railcars in Australia at the time. Advertised as ‘sleek, shiny, fast and luxurious’ with the ‘very best in comfort and service’, the train set new standards in regional rail travel in the 70s, replacing the previous overnight sleeper service and cutting travel time from 14 to eight hours. Major renovation works are also planned at Kalgoorlie Station, the end point of the Prospector’s journey through the outback. The Prospector set new standards of regional travel in the 70s.

12 | ISSUE 1 - FEBRUARY 2022 | RAIL EXPRESS

The $2.7 million Kalgoorlie Railway Station renovation work includes remedial heritage stonework and air drains around the base of the station to combat rising damp. The metal platform canopy and gutters will be replaced and wooden posts repaired and painted, with the work supervised by a specialist heritage architect. This follows renovations completed this year including refurbished internal staff areas and passenger toilets, installation of an accessible public toilet and landscaping. Work is also underway to further improve the Prospector experience by delivering Wi-Fi on board the service for the first time.

This 12-month trial, to start in early 2022, will allow passengers to remain connected as they travel through some of the most remote regions in Australia. This initiative will complement the on-demand personal entertainment already available on board. In 2022, work is set to commence on a new raised, safe access platform at Merredin Railway Station to help people with mobility difficulties, and an additional pedestrian crossing at Toodyay. Transport Minister Rita Saffioti said riding the Prospector was like travelling in the Golden Age of rail travel – “it’s so enjoyable to sit, relax and watch the beautiful Western Australian outback go by.” “We want to offer more people the opportunity to ride this iconic train. We want to continue to enhance the Prospector experience, which is why we are delivering Wi-Fi on board and upgrading the iconic Kalgoorlie Railway Station. “We are also ensuring we maintain a focus on regional rail safety, with a new raised platform to be constructed at Merredin and a new pedestrian crossing delivered in Toodyay.”

News

International

Chinese rail train lays tracks in the Pilbara A 400-metre rail train developed by Chinese rail giant CRRC is being used by Rio Tinto’s Koodaideri iron mine development project in Western Australia. The unit is being used for the seamless laying and post-maintenance of the branch line connecting the site to the existing Rio Tinto Iron Ore railway network in the south at Lyre Siding. The internationally advanced engineering train – designed for transporting, unloading and collecting long rails – is composed of 23 wagons and one crane, the longest piece of running equipment in the assembly. They are divided into nine types in five categories: end buffer stop wagon, roller gate wagon, central tie down wagon, transition wagon and chute wagon. Primarily used for transporting, unloading and collecting rails, the train can transport 40 steel rails with a length of 400 metres at 68 kilograms per metre. Based on many advanced types of technologies, the rail train achieves safe, efficient

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and convenient transportation, unloading and collection operation of long rails. The crane is equipped with its own power that runs through the train, enabling it to efficiently pull and guide the rails during the whole process of collecting and unloading, without the need for other manual assistance. Based on geometric non-linearity and contact element technology, finite element analysis was carried out on the running position trajectories of rail heads and tails, as well as the state curves of whole rails at different positions and working conditions. The most reasonable solution was adopted to arrange equipment on the train, to reduce the rail stress by as much as possible. The wireless controlled hydraulic operation arm is used together with the crane to realise accurate control of rail running trajectories and motion states. A roller gate uses a mechanised locking mechanism when power is switched off. After the roller beam rotates in place, the lock

is automatically triggered, and only one person is needed to operate it to open and close on a single side of the train, making it convenient and fast. The train-mounted mechanised equipment, such as operation arm and anti-slip device, adopts wireless control technology. The control system also has action identification and logical judgment function, to prevent mechanism mis-operation and ensure safety and reliability. The rail train has performed impressively since it was put into use, and has been recognised for its advantages such as high safety, high degree of mechanisation, high work efficiency, low labour utilisation rate and convenient operation. So far, CRRC’s railway equipment products in Australia have included passenger cars, metro trains, locomotives and wagons. CRRC has established long-term and close cooperative relationships with EDI, FMG, Roy Hill, MRL, SCT, Rio Tinto, BHP, Adani, Aurizon, GWA, PN and other local Australian enterprises.

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LEADING THE WAY TO GREENER AND SMARTER MOBILITY IN AUSTRALIA

AusRAIL PLUS Conference and Exhibition

Sustainable trams, sustainable city Yarra Trams has come a long way, from a humble horse-drawn tram line to servicing nearly every inner-city suburb of Melbourne.

Yarra Trams’ operator Keolis Downer is committed to reducing carbon emissions by 30 per cent by 2030, and supports research and development of more sustainable public transport operations.

Yarra Trams operates the world’s largest tram network that traces its roots in Melbourne back to the mid 1880s. As Melbourne’s most iconic way of getting around the city, it has come a long way from the first horse-drawn tram line that ran through the inner eastern suburb of Fairfield, and has grown to service nearly every inner-city suburb. Pre-pandemic Yarra Trams moved more than 200 million passengers across 24 routes and more than 250 kilometres of double tracks. While in the early years of Yarra Trams’ operation the focus was on growing the network, in recent years the focus has shifted. Current focusses include investing in higher capacity and more accessible trams for the network, delivering exceptional passenger experiences, as well as working to reduce the environmental impact of running such a large and energy intensive operation to ensure Melbourne’s trams are sustainable for future generations. This focus on sustainability is being supported by Yarra Trams’ operator Keolis Downer, Australia’s largest private provider of multi-modal public transport. This aligns with parent company Keolis’ commitment to reduce carbon emissions by 30 per cent by 2030 and support development of more sustainable public transport operations. Not only does this high-level focus and investment in sustainability offer financial dividends for Yarra Trams and the Victorian Government in the long run through reduced power costs, but it may also encourage more Melburnians to consider taking the tram for their day-to-day travel rather than drive. The perception that using public transport is better for the environment is a key motivation driving passengers to return to the network. As Melbourne looks to leave 18 months of rolling

lockdowns behind it, highlighting the environmental credentials of public transport will play a central role in campaigns and initiatives to get passengers back on the network. Melbourne’s tram network is a significant power user, with more than 400 trams operating during peak times, so a key area where Yarra Trams and the Victorian Government wanted to reduce the network’s environmental impact was on where power was sourced from. Following a major government ‘Solar Trams’ announcement in early 2019, all of Melbourne’s trams are 100 per cent linked to renewable energy generated at two of Victoria’s largest solar farms, including the Numurkah Solar Farm, which generates about 255,000 megawatt hours of clean, renewable electricity. This one initiative is expected to result in a reduction of more than 80,000 tonnes of greenhouse gas emissions every year. Beyond seeking to source sustainably generated electricity for its trams, Yarra Trams has also been making changes to its infrastructure and depots, many of which are heritage listed and more than a century old. Starting from the end of last year, eight of Yarra Trams’ large tram depots received energy efficiency upgrades including the wider installation of LED lighting, solar systems and skylights. The solar photovoltaic systems installed on depot roofs will have a combined capacity of around 700 kWh and are designed to generate 882 MWh per year. Combined with the energy reductions from LED lighting of 953 MWh per year, the overall impact will be a reduction of 1835 MWh per year and emissions reduction of about 1752 tonnes of CO2-e per year. That’s the equivalent of removing more than 375 cars from the road every year. In addition to investing in emissions reductions,

Yarra Trams is partnering with Monash University’s Institute of Railway Technology to research the development of innovative modular tram stops using recycled plastics from kerbside waste. This research, sponsored by a $300,000 government grant from the Victorian Recycling Victoria Research and Development Fund, aims to make Melbourne’s tram network more sustainable, accessible for people with disabilities and less disruptive to construct and maintain. This focus on utilising household and kerbside waste is in line with the Victorian Government’s ambition to create a more circular economy state wide. The government’s flagship Recycled First Policy specifically aims to optimise the use of recycled and reused Victorian materials across all rail and road construction. This ambition is reflected in the large amount of recycled materials used in Yarra Trams’ many maintenance and renewal projects that happen across the city every year. Keolis Downer and Yarra Trams have recognised that creating a more sustainable tram network will have numerous benefits for everyone. This is done through reducing power costs and emissions through installation of solar panels; through creating a better work environment for employees with installation of skylights and community gardens; and by educating passengers on Yarra Trams’ sustainability achievements to encourage them to return to the network. There’s still more that can be done to reduce our impact on the planet, but Yarra Trams is proving that with thought and ambition even some of Australia’s most power intensive industries can make a big difference. Keolis Downer is a participant at AusRAIL PLUS

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PLUS CONFERENCE & EXHIBITION ICC SYDNEY | 28 FEB-02 MAR 2022

JOIN US AT AUSTRALASIA’S PREMIER RAIL EVENT! AusRAIL PLUS, Australasia’s largest rail conference and exhibition, returns to Sydney from Monday 28 February – Wednesday 2 March. The event will champion the outstanding contribution of the rail industry in keeping people, goods and the economy moving. From Inland Rail and Cross River Rail in Brisbane, to the Metro in Sydney and rollingstock upgrades in Victoria, the number of transformative rail projects underway across Australia and New Zealand highlights the important role rail will play to support our economic recovery. For sponsorship, exhibition and advertising enquiries, please contact: Deborah.Bocock@informa.com.au Due to exceptional interest, space and sponsorship opportunities are limited. Book soon!

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AusRAIL PLUS Conference and Exhibition

Green track systems help to meet sustainable needs Large cities are continually looking for new ways of increasing the amount of greenery to reduce the urban heat sink impact in their urban environments. City planners and architects can lead the way in ecological and sustainability awareness by maximising the amount of green track installed across Australian light rail systems. Green tracks, using lawn or sedum, retain a large amount of rain water and they bind road dust, which in turn improves the micro-environment in urban centres. Moreover, by encapsulation of the rail, primary airborne noise is reduced significantly to minimise noise and vibration. The STRAILastic TOR (Top of Rail ) light rail system provides the opportunity for new routes to be greened whilst also allowing for simple, costeffective conversion of ballasted track using the STRAILastic R Green track design to provide existing routes with a new lease of life and a cheaper solution for extensions. Spend any amount of time in Melbourne and the phrase “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 10o or more can occur in an hour. Meanwhile, 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 place large stresses on tram and light rail track infrastructure: whether embedded in asphalt, concrete, or earth as in a “green track”, rapid temperature change can place high stresses on light rail tracks as the materials expand and contract. As STRAILastic Australia operations director Andreas Göschl explains, the company has developed its moulded vulcanised rubber chamber filling solution over more than 40 years to manage the weather fluctuations. “Our systems are used in areas where you have a big temperature variation,” he said. “Produced in a similar way to STRAILastic’s level crossing systems, the chamber filler does not require the use of bitumen joints as it is precisely moulded to the rail and finishes level with the railhead. “The chamber fillers are designed to not only withstand the wear and tear of traffic crossing the rail line but also have a non-slip moulded surface for bikes and pedestrians.” 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,” Göschl said. “They are also difficult to undertake rail replacement. STRAILastic track systems are moulded from vulcanised rubber. “We don’t have this issue of expanding and contracting with our vulcanised rubber systems, as we have a temperature range between -40°C and plus 90°C with a glass transition point of -55°C that shows the temperature range stability of the TOR product under normal operating conditions.” Strailastic TOR provides a very stable and reliable track system in Australian environments. The benefits of the vulcanised rubber solution extend beyond its rigidity. While made from 70 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,” Göschl said. “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 precise profile of our systems.”

The individual design of STRAILastic R Green track gives every cityscape a new, distinctive face. “Cities or light rail authorities, all of them they have a specific way of track building or track construction,” Göschl said. “Once these solutions are developed, they are standardised so that other networks that are similar, can use them as a standard product. These TOR products have now been installed in more than 30 cities around Europe over the past 20 years and continue to perform well in comparison with polyurethane-bonded products. “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. “Over time the rail is then progressively lifted up, allowing the entry of moisture, which creates electrical conductivity problems, and these combine to corrodes and destroy the rail web, which is the weakest point of the rail.” Visit the STRAILastic stand at AusRAIL.

The STRAILastic R Green track uses lawn or sedum to retain a large amount of rain water and bind road dust.

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AusRAIL PLUS Conference and Exhibition

Convergence and connectivity With the increasing trend towards digitalisation, a communication backbone is vital on the train system to support it: and the secret for success lies with the Ethernet. Although Moxa’s origins lie in Taiwan, the company’s presence in Australia is felt far and wide, particularly in the railway sector. It’s a recognised leader in edge connectivity, industrial computing, and network infrastructure solutions for enabling connectivity for the Industrial Internet of Things. With more than 35 years of industry experience, Moxa has connected more than 71 million devices worldwide and has a distribution and service network to serve customers in more than 80 countries. Moxa-onbioard Moxa solutions architect in Australia, Sever Sudakov, said the company develops reliable network solutions that enable devices to connect, communicate, and collaborate with systems, processes, and people. “And rail has a special place in our heart,” he said. “With our professional competence in industrial communications and computing, we make rolling stock smarter, safer, and more efficient than before. “We are a global vendor, so we have business all around the world. Moxa has been the preferred component vendor for many major rail manufacturers which often implement their solutions around the globe. We also directly engage with local systems integrators.” CONNECTIVITY IS THE KEY Moxa’s mission is to keep people and properties secure in hazardous environments by providing communication networks with maximum reliability. In particular, Moxa is always striving to meet the new standards related to speed, safety, mobility, and passenger comfort for railway vehicles and systems. “Recently, Moxa has successfully transitioned to the updated IRIS certification (based on ISO/ TS 22163:2017), and continues to deliver highest product quality and sincere service to be a trusted partner to its railway customers,” Sudakov said. “On modern trains, multiple railway systems are deployed to ensure safe and enjoyable journeys for passengers. To ensure smooth operations on trains, Moxa provides a variety of products that are based on the EN 50155 standard, including wired and wireless devices, computing equipment, and I/O controllers that fulfill requirements for different systems.” EN 50155 is a regional standard covering aspects of electronic equipment used on rolling stock for railway applications, such as temperature, humidity, shock, vibration, and other parameters. Sudakov said that the company had recognised

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Moxa’s one-stop-shop EN 50155 Ethernet portfolio facilitates high-speed communication and easy integration of cameras, displays, WLANs, and other devices in space-limited onboard environments to ensure safety and efficiency.

the increasing trend towards digitalisation for many decades, and that a communication backbone was needed on the train system to support it. “We saw the evolution of Ethernet as a technology we could use for this,” he said. Moxa’s train communications portfolio includes: • Ethernet switches and routers that are based on the IEC 61375 and EN 50155 standards. • Turbo Ring, a self-healing technology that enables fast fault recovery under 20 milliseconds. • The intelligent inter-consist Ethernet redundancy - Dynamic Ring Coupling (DRC) uses autoconfiguration when consists are re-arranged. • An Automatic Carriage Connection (ACC) technology for wireless intercarriage communication backbone. CONVERGED NETWORKS “Traditionally, it is common in the railway industry to deploy trains with multiple communication networks; one dedicated to the train controls, another for video security and passenger information systems, and quite often an additional network for passenger Wi-Fi access,” Sudakov said. “Those communication networks mostly use legacy interfaces such MVB, CAN, and PROFIBUS, which have bandwidth limitations and require a gateway if combined. “These networks are also physically segmented and clearly separate safety and non-safety functions. However, these increase the complexity and cost of train control and monitoring system architecture and ultimately, the train’s life-cycle cost.” With the ambitious goal of converging these multiple train networks and cutting train manufacturing and maintenance costs, the

CONNECTA-2 and Safe4RAIL-2 projects introduced the Drive-by-Data concept, an approach to digitally transfer all control parameters of the train control and monitoring system (TCMS) subsystems over an electronic network. For that purpose, both consortiums have been working on defining and developing the Next Generation of Train Communication Networks (NG-TCN) based on IEC 61375 to achieve true inter-operability between trains from different manufacturers. Moxa is a member of the IEC 61375 working group and EU Shift2Rail program, and partners with many industry leaders to define international standards and advance technologies that will transform industries. “This new definition includes a renewed design for the train network topology, implements a new safe network inauguration process, increases the safety communications level up to SIL4, and introduces Time-Sensitive Networking (TSN) technology. These improvements have already been integrated in Moxa’s technology stack,” Sudakov said. “The benefit essentially would be just to have one single converged network to control all the subsystems in the train, no matter vital or non-vital.” THE TRAIN BACKBONE IEC 61375 is the new standard for onboard ETB (Ethernet Train Backbone) to ensure train-wide interoperability between local consist subnets, regardless of their respective network technologies and manufacturers. Tailored to IEC 61375 standards, the TN-5916 series routers automatically assign IP addresses to onboard devices on each consist to enable highly

flexible and reliable interconnection between ETB and ECN (Ethernet Consist Network). The TN series M12 Ethernet switches provide up to 28-port Ethernet, with 10Gbps uplinks and PoE technology, to accommodate video surveillance and more passenger services. The AWK-RCC wireless devices provide up to 300 Mbps bandwidth that can improve onboard passenger Wi-Fi for better passenger experiences. “Moxa’s one-stop-shop EN 50155 Ethernet portfolio facilitates high-speed communication and easy integration of cameras, displays, WLANs, and other devices in space-limited onboard environments to ensure safety and efficiency,” Sudakov said. Moxa provides 802.11n-rated onboard radio devices and wayside radio APs to facilitate reliable train-to-ground connectivity applied for communication-based train control (CBTC) and onboard surveillance video monitoring. Moxa’s Turbo Roaming enables wireless handover under 50 milliseconds, which is vital to achieve uninterrupted train-to-ground connectivity. The company is already a preferred wireless solution provider for one of the global CBTC vendors. And when it comes to wireless communication,

Sudakov said 5G technology has been a gamechanger for both main line railways and metros. “5G moves massive amounts of data extremely quickly, multiple times faster than 4G networks. Moxa is currently working on a pilot 5G train-to-ground project for TCMS (Train Control and Monitoring Systems) application,” he said. “5G also has a technology to enable reliable low latency communications. The delay between sending and receiving information can be as little as 1 millisecond. Combined with communication reliability of up to 99.999 per cent and improved cyber security, 5G is ideal for mission critical applications. “It has future potential for Train 2 Train communications. 5G is already going to be used for Future Railway Mobile Communication Systems (FRMCS) which is going to replace the Global System for Mobile Communications-Railway (GSM-R).” SAFETY ALL THE WAY(SIDE) Wayside networks are the primary infrastructure that enables real-time data exchange between trains, wayside devices, and equipment to underpin railway safety and efficiency along rail lines. Moxa’s wayside Ethernet switches provide a wide

Photo: Daniel Saarbourg

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selection of 10GbE, GbE, Ethernet ,and fiber-optic connectivity, capable of layer 3 traffic segregation, layer 2/3 millisecond-level multicast redundancy, wide operating temperature ranges, and EN 50121 capabilities to allow diverse track equipment, signal, and control networks to be integrated into a single network backbone for durable wayside operations. All Moxa managed switches leverage Turbo Chain, which eliminates the need for extra cables and enables fast recovery for wayside network deployment. CYBERSECURITY CAUTION Cybersecurity is a key requirement to enable railways to deploy and take advantage of the full extent of a connected, digital environment. Moxa was one of the first companies globally to become IEC 62443-4-1 certified. According to the EU’s CYRail project, IEC 62443 is the major cybersecurity framework for railway. “In the near future, more and more tenders will require devices to be compliant with this IEC standard, with Moxa planning to release its first IEC 62443-4-2 certified product in 2022,” Sudakov said. Moxa will be participating at AusRAIL PLUS.

Contact us Mark Keogh Executive Director Australia and New Zealand mark.keogh@deutschebahn.com +61 412 625 412 Tilo Franz Director Victoria tilo.ti.franz@deutschebahn.com +61 439 683 844 Dr. Jean-Luc Boulanger Director Consulting APAC +61 414 438 193 jean-luc.boulanger@deutschebahn.com

www.db-eco.com

AusRAIL PLUS Conference and Exhibition

A sustainable footprint for the future Siemens has been ranked as the most sustainable company in the world in its industry group, and for good reason. Imagine a world where transport systems do not result in carbon emissions. A reality in which commuters drive electric cars; or ride a scooter to a train station, where hydrogen-powered locomotives take them to their destinations; or hail for an autonomous cab to carry them across town. Such a scenario may well exist in the near future, but for the moment, transport solutions leader Siemens Mobility is doing its best to achieve that vision by ensuring that sustainability is at the core of all its operations. Indeed, the Dow Jones Sustainability Index (DJSI) recently ranked Siemens as the most sustainable company in the world in its industry group, leading in six categories including innovation and cybersecurity as well as industry- and productrelated environmental protection. The DJSI is a globally established ranking prepared annually by the investment company Standard & Poor’s on behalf of index provider Dow Jones. Siemens has been included in this ranking every year since 1999, when the DJSI was first published. As Siemens Mobility Australia and NZ Chief Executive Officer Raphaelle Guerineau explains, Siemens is very conscious about its role, striving earnestly to become a benchmark in environmental and social governance. “The potential is huge. Today 90 per cent of the rail movements are done on electricity. And a lot of companies are also looking at aiming at being carbon neutral for 2030,” she said. “We must switch to solutions now to reduce carbon emissions.” Steps to a sustainable future include: • Saving natural resources: efficient use of materials and energy in value chain are crucial to save natural resources • Achieving more with less: ecodesign principles are used to increase material efficiency and share recycled materials, but also to avoid toxic resources Circular economy principles should also be used, to extend product life cycles by focusing on repairability, reusability and refurbishment. “Driven by the megatrends of urbanisation, digitisation, globalisation, and demographic change, the demand for mobility will continue to increase rapidly,” Guerineau said. “The mobility sector has to adapt to constantly changing market conditions. At the same time, there is an intensifying need to mitigate climate change, as

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well as the depletion of natural resources, to shape a sustainable and livable future. “As a company, we support our customers in optimising carbon-neutral passenger and freight transport, from door to door, in cities, and in-between, with rolling stock, rail infrastructure, intermodal solutions, rail services, and turnkey solutions. “We play our part by utilising energy-efficient products and accelerating alternative propulsion systems that use battery or hydrogen technology.Our customers also enjoy the benefits of increased asset value through our lifecycle management strategy,which in turn reduces the ecological footprint of their operations.” ENERGY EFFICIENCY Siemens leads the way in rail electrification systems that efficiently control the optimum use of power. It is already delivering advanced train control technologies with a high degree of automation that achieves the desired service levels but with the optimum use of train capacity and energy consumption. Efficient planning means fewer trains or more efficiently loaded trains to deliver the desired service. Those trains are then driven in the most energy efficient manner to achieve that service level, eg smoothing the peaks. Wherever possible, the trains use softer acceleration, coasting and maximisation of braking regeneration to recover energy. “The electrification infrastructure we supply are amongst the world’s most advanced – intelligent and efficient in their own right. When that is coupled with the train control system power usage can be tracked and used as an input to train driving strategies,” Guerineau said. One example of an autonomous product is Siemens’ Trainguard (both for communication-based and European Train control systems) with automatic train operation to efficiently drive trains automatically and improve energy utilisation. Increased automation means that the responsibility for operations management gradually shifts from drivers and dispatchers to the system – resulting in increased flexibility as well as improved performance, reliability, and maintainability. When electrification isn’t viable for regional or local routes, Siemens has developed a new platform which allows operators to fully decarbonise these operations efficiently and economically.

Siemens Mobility Australia and NZ Chief Executive Officer Raphaelle Guerineau.

As a climate-friendly transportation, transition is essential for dealing with climate change, and hydrogen will be a key lever for train operators to grow sustainably in the next 10 years. Benefits include lower operational costs due to falling energy costs, and lower maintenance efforts compared to diesel trains. Siemens has also devised a completely new system architecture using next-generation fuel cells and high-performance batteries which offer lower energy consumption, high drive power and thus shorter journeys than diesel equivalents. Across Europe, hydrogen-powered and battery-run trains were already starting to replace diesel engines. “Introducing more battery and hydrogenpowered trains will call for substantial investment, commitment and coordination between government agencies, infrastructure managers and train operators. There are clear benefits for those stakeholders and for the passenger, and these technologies bring the transportation sector a step closer to the goal of decarbonisation,” Guerineau said. Siemens also carries out predictive maintenance to extend the life of the equipment. The process typically involves three distinct types of operational data: • Maintenance data, sourced from computerised maintenance management systems (CMMS) • Asset data, including the make and model of installed equipment, required parts and service schedules • Performance data, such as comfort readings, energy consumption and CO2 emissions Once these data sets are brought together, they are evaluated with powerful cloud-based algorithms that generate analytics which help operators achieve their objectives. INTERMODAL CONSIDERATIONS Rail is currently far and away the most sustainable of all transport modes, but with other

systems not as well-equipped for carbon reductions, passengers must first choose to travel by rail for benefits to be maximised. A train runs 180,000 kilometres per year over 30 years, transporting exponentially more people than a car, and the train uses up to 30 times less resource in the process. “Journeys are often multi-modal, involving segments via taxis, ferries and even bicycles as well as various forms of heavy rail,” Guerineau said. “Good sustainability outcomes require they choose to use the most efficient mode for the maximum possible part of their journey. “An important element in that choice is having easy access to good quality information that lets them plan, book and travel across all available modes.” This is the aim of Siemen’s Mobility as a Service (MaaS) platform, which uses smartphone technology as the shop window to an integrated and coordinated planning, booking and tracking system that gives real time information on the selected journey, including the effects of disruptions. It provides revised recommendations for the remainder of the journey if circumstances change. All

those journey recommendations can be optimised for sustainability outcomes. “It can also provide vehicle loading data so passengers can choose to avoid crowded modes, currently a particular customer concern,” Guerineau said. “An advanced MaaS system improves the dependability of sustainable travel and enhances customer preference for using the system.” • DB Navigator The MaaS system DB Navigator, developed by Deutsche Bahn (DB) and Siemens Mobility, is used throughout Germany to provide comprehensive travel data, from real-time information to the current coach sequence and notifications of changes to journeys. The perfect companion for regional and longdistance travel as well as for the underground, tram and bus, the app can be downloaded for free for immediate use. It easily calculates intermodal routes including park and ride, park and charge, and bike sharing information. AUSRAIL PLUS Siemens is involved in several Australian rail projects,

DB NAVIGATOR • +30 million downloads • Operator has full control of data • Calculation of intermodal routes including park and ride, park and charge, bike sharing • Emission-based calculation • Real-time notification for users • Integrated payment options Benefits for transport customers • Increased revenue for operators • Cost savings • Customer retention and satisfaction Benefits for customers • Seamless booking of inventory-based transportation • Hassle-free payment and refund experience including turnkey operations across Sydney, and Melbourne’s Suburban Rail Loop. It has a significant presence at AusRAIL, where it will exhibit its products including the Inspiro. Guerineau will also be participating in panel discussions.

Miro Points Condition Monitor: • Designed and manufactured in Australia. • Versions for electric and pneumatic points available. • Approved by leading Australian train and railway network owner and operator. • Project underway to install more than 140 PCM units in NSW, Australia. • Automatic email notifications, with graphs showing abnormal operations. • Remote cellular or Ethernet communications available. • Monitors voltage and current for electric points and pressure and flow rate for pneumatic points. • Easy set up and configuration, using AsMoSys database solution. • Compact, 180mm X 130mm X 60mm.

INTRODUCING THE MIRO POINT CONDITION MONITOR! The smart monitor that alerts you to potential issues, BEFORE failures happen!

Benefits: • Condition based maintenance rather than periodic based maintenance. • Enhanced KPIs, e.g., high train availability, customer goodwill, optimised maintenance. • Lower your OPEX and CAPEX.

Contact us to discuss your specific requirements and getting a trial unit installed in your network for evaluation. Email: sales@chkpowerquality.com.au Phone: +61 (0)2 8283 6945

AusRAIL PLUS Conference and Exhibition

Come touch the Manco metal Established rail equipment manufacturer Manco Engineering is always at the forefront of research, development and innovation, and two of its latest products on display at AusRAIL are bound to draw attention. Look around the convention floor at AusRAIL PLUS and you can’t miss it: the newly launched bespoke engineered equipment from Manco Rail. Make the most of this opportunity to get a first-hand look at the hi-rail specialist’s latest electrification and construction maintenance equipment. Through decades of experience, Manco’s know-how in the rail industry and constant innovations have been a trademark, and on show this year will be latest light rail vehicle undercarriage, and next generation rail boom. Come along and touch the Manco metal! MANCO LIGHT RAIL VEHICLE (LRV) CONVERSIONS Manco’s new hi-rail guidance system for light vehicles, to be launched at the conference, is set to impress. The traction drive (LRV) design converts vehicles up to 12 tonne GVM and is available in narrow, standard, and broad-gauge variants to suit models from all major manufacturers. According to Ryan Black of Manco Engineering, the company started with a clean sheet of paper when designing the new undercarriage system to ensure compatibility with the latest safety technology included in modern vehicles. “Safety was the key contributor to the design. Manco wanted to ensure that the front hi-rail axle is located behind the front steer axle,” he said. “This is to ensure that the front under-run protection and in-cab air bag safety systems were not compromised. “Maximum operator and pedestrian safety is assured by not compromising any of the vehicle factory-fitted safety systems such as pedestrian detection systems, automatic warning systems, FUPS and airbags, to name only a few. The development of the system was in consolation with the national vehicle standards and the latest rail safety standards. “ The new rail guidance system provides independent wheel articulation via a proprietary hydraulic and spring suspension design. “Testing this vehicle personally, I can confirm that it provides a smooth quality of travel at all speeds but with additional benefits at high speeds,” Black said.

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“The track test results did not disappoint and I am confident the design will meet the national demands of the various rail networks. The four-wheel independent suspension is remarkable. “Each axle is fitted with hydraulic service disc brakes and failsafe spring applied parking brakes. Additionally, each wheel is fully insulated and fitted with hub-based antiderailment devices.” Manco considered the end user’s requirements for this type of vehicle carefully. The wide range of applications and the road conditions these vehicles operate on were additional key contributors to the design. The rail guidance equipment is stowed close to the underside of the vehicle chassis, providing excellent road clearances. “However, we identified customers would

want to fit a wide range of equipment on the chassis. Therefore, the rail module design does not exceed the top of the chassis rail, providing clear space behind the cab and optimising the full chassis length,” Black said. Manco is offering an extensive range of body configurations for the LRV, from toolboxes and personnel carriers to cranes and specialty welding equipment, all designed and manufactured in-house through the company’s body shop. “The electronic operator interface comes with all the bells and whistles the clients expect these days, but with the added simplicity to perform servicing and diagnostic work in remote areas,” Black said. Manco has demonstration vehicles available. You can register your interest at the Manco Rail stand at AusRAIL.

Safety was the key consideration in the LRV design.

“Maximum operator and pedestrian safety is assured by not compromising any of the vehicle factory-fitted safety systems such as pedestrian detection systems, automatic warning systems, FUPS and airbags, to name only a few. ” Ryan Black, Manco Rail

GENERATION 2 MANCO RAIL BOOM And here’s breaking news – there’s a new Manco rail boom unit on the market! If you thought the first generation was impressive, then check out the improvements in the updated model. The Manco range of rail booms have been renowned for their various all-access overhead work, stabling yard jobs and close-range projects, with their 4WD capability allowing all terrain access near, on, and over the tracks, as well as the 400kg payload platform, 16.5m vertical reach, and 7.5m horizontal reach. “Continued innovation has resulted in the Manco GEN 2 Rail Boom, to be released at AusRAIL,” Black said. “Manco continues to revolutionise across all its product lines and strives to improve equipment performance and operator acceptance. “Due to the tremendous support and valued feedback that we received on the GEN 1 Rail Boom, we wanted the next generation rail boom to exceed the most critical client expectations.

The boom chassis features unparalleled strength.

“We worked closely with key international component manufacturers throughout the COVID lockdown to incorporate additional features in the GEN 2 Rail Boom.” Key features include: • New low emissions motor ideal for tunnel works • Oversized operator control touchscreen display in basket • Multiple bolt on/plug and play optional extras • Solid rubber tyres

• Fully integrated CAN bus control system providing more accurate and detailed operator awareness. • Enhanced hydraulic and cooling systems “But the biggest feature we are very excited about is the new chassis system assembly for both rubber and rail use,” Black said. “This chassis features unparalleled strength and ground clearance, whilst incorporating user-friendly hydraulic and electrical routing best practices for ongoing serviceability. “Using the simplicity of CAN bus wiring and auxiliary hydraulic functions built into the standard package, all accessories are basically plug and play.” Manco is also increasing the accessories on offer. “On display will be our latest pantograph system, which is a unique design internationally compared to other pantographs. The electrical systems provides digital height, stagger and CANT display and recording,” Black said. “Continuing on from the GEN 1 model, the GEN 2 will be offered with a tri-gauge guidance system as standard.”

AusRAIL PLUS Conference and Exhibition

Rail must make most of opportunities Alstom’s Managing Director for Australia and New Zealand, Mark Coxon, will deliver a keynote address on ‘Delivering innovative and sustainable solutions to the Australasian rail market’ on day 1 of the conference. Rail Express (REX) speaks to Coxon about the topics he will cover in his address. Mark Coxon (MC): The rail industry has significantly changed over the past decade, particularly with the rapid shift toward digitalisation and the industry-led drive to improve the sustainability of our technologies, our operations and our supply chains. The keynote will highlight some of the exciting things our industry and Alstom in particular is doing in this space. However, this shift, compounded by the impacts COVID and the push for greater localisation of manufacturing in Australia. poses a number of short term challenges, but is also providing many opportunities. REX: What are some of the challenges you will highlight? MC: Workforce development is a key challenge facing our industry. Not only is the market booming, putting

pressure on resourcing for the ‘traditional’ professions and trades, we have the added challenge of attracting the new skillsets required to take the industry into its next phase. International and national mobility constraints are also causing resource issues right across the industry. These issues further highlight the urgent need for a harmonised national approach to the rail industry. Albeit numerous and varied, the industry as a whole has so far been able to address most of these challenges. REX: It sounds like the industry is up for the challenges. What are some of the opportunities you will highlight? MC: Fortunately, this is a bigger list than the challenges. Our customers, our suppliers and society as a whole are behind the drive to deliver more sustainable outcomes. This gives the industry an opportunity to

Alstom’s hydrogen and hybrid solutions for rolling stock have led the way in sustainability in the rail industry.

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Alstom’s Managing Director for Australia and New Zealand, Mark Coxon.

propose and provide outcomes that go beyond the traditional mindset of our industry. There is of course the big and shiny technology examples such as Alstom’s hydrogen and hybrid solutions for rolling stock, efficient and reliable driverless trains, digital signalling solutions, etc, but there are also opportunities in improving how we operate as an industry – from a focus on energy and water use, waste production and handling, to responsible and social procurement, re-use and recycling – the list is significant. The push for increased localisation also provides major opportunities for our industry in Australia. As a leading local rollingstock manufacturer, we obviously fully support this push. We now have the opportunity to further develop the next generation of railway manufacturing professionals and a strong local pipeline of work which will provide the long-term certainty for new people to enter our industry. The transfer of know-how and the latest global manufacturing techniques will drive efficiencies and improve industry competitiveness that will ensure that Australia’s rail industry is at the forefront of global technology and process developments – hopefully also leading to the development of export opportunities for the broader Australian rail supply chain. REX: It sounds like there are great opportunities for our industry ahead of us. MC: Indeed, a strong industry is good for us all – customers, suppliers and rail end-users. Whilst we navigate the short term challenges, Alstom continues to be fully committed to supporting and developing the local rail industry to ensure we deliver on our commitments to our customers, suppliers, employees and society as a whole. Alstom is a Premium Gold Sponsor of the AusRAIL Conference and Exhibition.

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AusRAIL PLUS Conference and Exhibition

Dig the new Liebherr excavators The new generation of Liebherr railroad excavators – the A 922 and R 914 Rail Litronic – is making a large impression in the industry with its higher levels of efficiency. Make sure to check out the new generation Liebherr excavators on display at AusRAIL PLUS. The new 120 kW/163 PS engine of the A 922 Rail ensures it achieves even higher working speeds with the usual fluid equipment movements. The innovative hydraulic concept of the A 922 Rail consists of a Liebherr variable displacement double pump with independent control circuits. High-performance, hydraulic attachments can thus be operated independently of the working and travel movements of the Liebherr railroad excavator. The heavy ballast was also redesigned to yield the best bearing load values with improved weight distribution and a more compact rear dimension of 2000 mm. The R 914 Rail provides the same maximum precision and power on rails as other Liebherr models with its powerful diesel engine and extraordinary sensitivity. The short tail crawler excavator R 914, with a rear slewing radius of just 1550 mm, is designed to work on the tracks of constricted construction sites or where access may be difficult. This all-round excavator is powered by a four-cylinder in-line engine which accelerates the hydrostatic rail travel drive to speeds of up to 25 km/h. • Service-orientated design The service-orientated machine designs of the A 922 Rail and R 914 Rail Litronic guarantee short maintenance times and minimise the associated maintenance costs, thanks to the time savings. All maintenance points are easily accessible. • Comfortable double cab The A 922 Rail’s spacious double cab featuring standard roll over protective structure (ROPS) and a

modern interior design offers the best conditions for comfortable, focused and productive work. Entrance lighting is provided to make accessing the cab easier, and the usual generous use of glass and standard rear and side cameras provide an exceptional view of the working area and swing range. The touch-screen colour display used for display and operation purposes, as well as the other control elements on the console and comfortable driver’s seat are all perfectly matched to one another to form the perfect unit. • Safety systems direct from manufacturer Occupational safety is extremely important in track construction. Liebherr therefore offers its own safety systems which are perfectly tailored to the machine requirements. • Liebherr attachments and quick coupler system The A 922 and R 914 Rail boast many different areas of application, thanks to the broad range of Liebherr attachments. To improve productivity even further, the railroad excavators can be fitted with an optional, fully hydraulic quick coupling system developed by Liebherr. This can increase productivity by 30 per cent on average. CASE STUDY One of many businesses which is more than happy with the performance of the excavators is Victorian-based Rail Maintenance Services (RMS), which provides wet/dry plant and equipment hire to rail transport operators, and civil and commercial construction companies across Australia. Since its inception 51 years ago, RMS has acquired the depth of resources to undertake and

The A 922 and R 914 Rail models boast many different areas of application, thanks to the broad range of Liebherr attachments available.

deliver projects in live operational environments, with defined delivery deadlines and specialised needs, and a comprehensive fully owned fleet of specialised plant and equipment, skilled operators, field technicians and professional services. RMS business manager George De Domenico said there were currently 12 Liebherr machines in operation. “Their lifting capacity exceeds all other models in their category, and we’ve enjoyed the strong relationship with Liebherr Australia that started more than 35 years ago,” he said. He said the company valued the main features of safety ability in lifting, traveling, and braking. “Liebherr’s constant focus on compliance and safety ensured the acquisition of the next fleet of A 922 Rail and R 914 Rail Excavators, which are designed for our Australian conditions and comply with AS7502-2016 and RSU700,” he said. “They are constructed for safety and fit for purpose and delivered by a world class company with exceptional services, which allows RMS peace of mind to achieve its core values and business plans.” “The many safety features include a double redundant version height limiter, and ease of setting up tool recognition. “Other advantages include ease of operational functions, and impressive performance in clearing train stops and pulling lengths of rail. “The transmission modes on the tracked machines also exceed any other OEM performance.” De Domenico was also impressed with Liebherr’s 24-hour back-up service reliability, fuel economy, long life of the undercarriage and the overall superior life span of the Liebherr machines. He said the machines are easy to operate with the number of functions available, with the machines able to be tailored to operators’ needs. “Also there’s just one overall warranty, not made up of different suppliers,” he said. “Even though the machines are complex, when you need assistance, one call to Liebherr covers the complete machine. “The reliability, reduced operation expenses, backup support, backed by the confidence of an international OEM of Liebherr’s standing, is comforting.” Liebherr-Australia will be exhibiting its rail equipment at site number 58 at the AusRAIL PLUS Conference and Exhibition. For more information, please visit www.liebherr. com.au or call (02) 9852 1800.

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AusRAIL PLUS Conference and Exhibition

Zero-emission transport: more than the new black The increasing usage of freight and passenger rail activity due to rising demand for sustainable transportation of people and goods is shaping the business strategy of rail sector providers Wabtec. After a period of unprecedented global challenges, Wabtec is doubling down to accelerate its sustainability priorities, evolve its culture, and innovate groundbreaking technologies that will help build a cleaner, safer, more inclusive environment. For more than 150 years, the company has looked for ways to improve safety, and make a positive impact on people and the planet. It recognises that today, the scope of sustainability requires broader consideration across the environmental, social and economic landscape, so ways must be found to enable efficiency, innovation and human connection. With a wide global presence that includes Australia and New Zealand, Wabtec is renowned as a leader in the provision of equipment, systems, digital solutions, and value-added services for the freight and transit rail sectors. Rail Express speaks to Wabtec Senior Regional Vice President, South East Asia, Australia and New Zealand, Wendy McMillan, about how the moment should be seized to move and improve the world. “One of the most important lessons of the last few years, is the fundamental imperative of accelerating our efforts across all aspects of environmental, social and corporate governance (ESG) to better serve our employees, customers, communities and shareholders in more sustainable ways,” she said. “Nowhere is this truer than in combating the effects of climate change. Climate change is an undeniable reality, and the reduction of greenhouse gas (GHG) emissions must be both an urgent shortand long-term priority for everyone in the public and private sector. “As a leading transportation manufacturer and supplier of critical technology to the transit rail

and freight sectors, Wabtec is well positioned to play an important role in shaping Australia’s clean energy economy. “Today, rail represents the cleanest, most energyefficient, and safest mode of moving freight and people on land. “As global demands for growth increase, current trends indicate that freight and passenger rail activity will more than double by 2050, leading to an increased demand for sustainable transportation of people and goods. “These converging forces highlight the critical interplay between market dynamics, the need for decarbonisation and Wabtec’s business strategy.” MISSION POSSIBLE As the global leader in rail technology, equipment, systems and battery powered locomotives for rail freight and transit, Wabtec is accelerating the future of transportation, delivering zero-emission rail systems as customers demand clean technology to reduce their emissions. Currently, transit operations make up about a third of Wabtec’s portfolio. “With its exceptional fuel economy and low emissions, public transportation is one of the most environmentally friendly modes of transport to move people – quickly and safely,” McMillan said. “In Australia we have more expensive and carbonintensive vehicles than any other developed country, so we see major growth potential in this space and Wabtec’s rail technology can help reduce this impact. “We provide products and services to virtually every major rail transit system around the world, supplying an integrated solution of brakes, doors, and components for commuter and metro cars,

Wabtec’s FLXdrive battery-electric locomotive is the world’s first 100 per cent battery-driven train for the mining industry.

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as well as buses, that deliver safety, efficiency and passenger comfort. “We offer an extensive array of products, from pneumatic, electronic and hydraulic brake equipment, to HVAC, passenger information and sanitation systems. Each of our products draws on our deep experience tailoring components to meet the specific needs of our customers and are manufactured using the latest technologies.” In Australia and New Zealand, Wabtec services all major operators across the region, including Sydney Trains, Queensland Rail, Metro Trains Melbourne, Yarra Trams and KiwiRail. The remaining part of Wabtec’s portfolio centres around freight rail, which fuels the world’s economy, connecting our regions and cities, moving goods across the nation, to put food on tables and products in stores for purchase. “Freight rail is the backbone of economic activity — an important player in driving economic growth and job creation, while delivering the most sustainable solutions for moving people and goods today and into the future,” McMillan said. “By converting dieselpowered locomotives to an alternative energy source like batteries or hydrogen fuel cells, we can eliminate up to 2,700 tonnes of CO2 per year.” Wabtec has a clear vision of cleaner and greener freight. Its Freight 2030 vision seeks to expand the use of freight rail, accelerate the reduction of more than 100 million tonnes of GHG emissions per year, reduce road congestion in our cities and make transportation safer for everyone. It also aims to amplify the momentum in the mining sector, in which there has been an increasing interest in transitioning towards zero-emission locomotives and rail transport operations. Over the past two years, some of the world’s largest mining companies have announced their commitments to reach net-zero carbon emissions by 2050. They need to reduce, and ultimately eliminate, fossil fuels such as diesel and natural gas from their operations. “Today, more than 20 per cent of the world’s freight is moved by a Wabtec locomotive and more than 30 per cent of all products transported through North American shipping ports alone are tracked by Wabtec software,” McMillan said. “Wabtec’s comprehensive portfolio includes locomotives, a broad selection of mission-critical

components, advanced braking systems, Positive Train Control (PTC) systems, digital solutions to drive the future of autonomous operations and lifecycle service offerings to help customers realise the most value from their investment.” • FLXdrive In a world first, Wabtec recently partnered with Roy Hill to deliver the FLXdrive battery-electric locomotive in the Pilbara of WA — the world’s first 100 per cent battery locomotive for the mining industry. It significantly reduces fuel costs and emissions, and the ongoing use of these locomotives will reduce operational costs through maintenance spend. Wabtec’s next generation low- to zero-emission battery and hydrogen fuel cell locomotives will eliminate more than 270 million tonnes of global carbon emissions. • C44 Evolution locomotives Pacific National recently bought 50 C44 Evolution (Evo) locomotives, which are powered by Wabtec’s engines and technology. The Evos, made locally by UGL, will be the most technologically advanced, fuel-efficient and environmentally compatible diesel electric locomotives in Australia, and will contribute to

a cleaner and greener future for freight and rail infrastructure right across the country. THE CLEAN MACHINE “In short, we believe clean technology solutions are key to decarbonising the Australian economy,” McMillan said. “The partners we’ve chosen, particularly in battery technology, have world-class capability, especially in their investments in safety and performance.” Wabtec recently partnered with Carnegie Mellon University and Genesee & Wyoming to create the Freight Rail Innovation Institute, a first-of-its-kind effort to create zero-emission locomotives, develop technology that increases freight rail utilisation, improve safety by 50 per cent and create 250,000 jobs by 2030. Wabtec currently has more than 6000 patents in the pipeline. Some of the latest innovations include: • Advanced adhesion controls system to improve traction efficiency for heavy haul locomotives • Train energy management for freight applications • AC electric drive system for mining ultra-class trucks • Fully electronic SIL 4 brake system in transit

• Wabtec doors, brakes and pantographs for highspeed trains • Tier 4 engine without after-treatment • Metallic 3D printed parts for rail production • CO2 neutral HVAC system with same performance as traditional refrigerants • Ultium battery technology and Hydrotec hydrogen fuel cell systems for Wabtec’s zero to near-zero emission locomotives, developed with General Motors. “We’re cognisant of developing solutions for our customers now who have sunk costs and investment with their current fleet,” McMillan said. “It is subjective for a customer as to when they may need fleet renewal and therefore when to take up battery, loco or other energy management solutions. Wabtec’s solutions are available to customers when the time is right for overhauls, when they want to hit the launch button. They’re compact and easy to package.” To download and read the full report visit www.WabtecCorp.com/Sustainability Wabtec is a sponsor and participant at AusRAIL PLUS.

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AusRAIL PLUS Conference and Exhibition

European expertise in Australia Formed more than 60 years ago, SYSTRA represents a modern history of French science and engineering excellence for railway and urban transport. SYSTRA holds a reputation for quality transport solutions, which is evidenced every year in the global ENR rankings for rail (4th), transportation (10th), bridges (8th) and more recently design (29th). Despite being relatively young in the Australian market, SYSTRA’s recognised international expertise firmly positions the engineering consultancy alongside major peers and collaborators. The company has been appointed to several significant local projects, delivering specialist services across a broad spectrum of rail engineering, systems integration, independent certification, human factors, and program management. One of these is the Sydney Metro West Independent Certification (IC) Services contract, which is being completed in a Joint Venture (JV) with KBR. The Sydney Metro West project will see a new 24 kilometre underground railway built between Greater Parramatta and the Sydney CBD, doubling rail capacity between the two CBDs. The project will connect new communities to rail services and in turn grow housing supply and employment, with more than 10,000 direct and 70,000 indirect jobs expected to be created. As part of this package, the JV will independently certify several work packages, including tunnelling, stations, integrated station development, line wide systems, trains, control systems, maintenance and operations through design, construction, and completion. SYSTRA’s Executive General Manager Helen Williams said she was delighted by the prospect of contributing to such an important infrastructure project that will enhance connectivity in her home city. “We look forward to bringing to life our shared values, complementary expertise and demonstrating our commitment to the success of the Sydney Metro West project,” she said. “No other industry lives and breathes team work as much as the rail community does. Being an active participant within the rail industry is a unique and peculiar experience, where friendly competition is embraced today so that everyone can work together tomorrow.” SYSTRA is collaborating with other international engineering firms on major Australian public transport renewal projects utilising modern rail technologies: for example, the case for the Cross River Rail project, where

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Antennas

To send and receive radio signals. Information is relayed between the Rail Management Centre and the train.

Antenna

Mast

The antennas are mounted on a freestanding mast ( m high).

Technology cabinets

Safely store supporting technology and hardware.

Balises communicate information about a train’s location.

Fixed transmission network

SYSTRA is working alongside Hitachi Rail and Queensland Rail to deliver the new European Train Control System (ETCS) Level 2 system, which is being introduced on the South East Queensland inner city railway network over several phases. The ETCS and Traffic Management System (TMS) form a new signalling system and technology that will deliver a range of benefits to the Queensland Rail network, primarily, safety and increased capacity. SYSTRA has mobilised a team of technical specialists with experience in delivering similar projects around the world, to deliver a suite of speciality engineering services including: business readiness, operational performance modelling, human factors, rollingstock and technical advice. The first part of this scope includes the new interlocking and ETCS compatible trackside equipment. The purpose of this signalling system is to support subsequent modification of track alignment needed for Cross River Rail. MicroLok will replace the existing conventional signalling (RCS) route relay interlocking at Mayne. SYSTRA’s team is responsible for ensuring that the design will deliver the capacity benefits, that human factors considerations have been included in the design and that affected Queensland Rail staff have the competency requirements in the new technology and processes. In Victoria, SYSTRA is continuing its work on Melbourne’s Suburban Rail Loop (SRL), with a new assignment for the definition and implementation of an Interface Management strategy. An Independent Peer Review of the concept design of the Eastern section of the line was successfully completed in 2020 by an

international team of experts from France, Indonesia and Australia. Like the Grand Paris project, Melbourne’s SRL — an orbital line that will be fully integrated into the existing public transport network — will enable commuters in the suburbs to avoid going into the CBD to get to another area. It will connect suburbs 15-25 kilometres from the CBD along an approximately 90 kilometre route. It aims to slash travel times for all Victorians while connecting major health, education, and employment zones and the airport, reshaping the city over time. The project will also involve the creation of new and improved walking and cycling paths and public spaces around stations. Systra ANZ CEO Alana Newbrook said such investment in public transport and urban communities brought Australia in line with the rest of the world, and contributed to the company’s common ambitions for environmental sustainability, which were recently highlighted at the COP26. “It is very clear that collaboration is at the core of SYSTRA’s values,” she said. “Through the mobilisation of its workforce, experts of European railways can apply their seasoned methods and engineering knowledge to the burgeoning industry in Australia. “Working alongside local engineering firms on behalf of state authorities means that SYSTRA can contribute to major projects that really serve to improve the quality of life for urban communities.” SYSTRA is a gold sponsor of AusRAIL PLUS 2021.

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AusRAIL PLUS Conference and Exhibition

Reach new heights with IKON Whatever the type of vehicle, IKON has the lifts and hoists to get it up in the air so you can get to work as safely and quickly as possible. IKON Lifting Equipment has earned a reputation as a trusted specialist heavy vehicle lifting and workshop equipment provider, with more than 20 years’ experience in the hydraulics industry in Australia. Various types of column lifts, hoists and other heavy lifting equipment form the backbone of this services-oriented team of professionals supporting the rail, truck, bus and mining industries throughout Australia. It all began in 2001, when a workshop pit and workshop equipment company was formed in Melbourne to service the road transport market. After three years of operation servicing Victoria, New South Wales and South Australia, the business decided to focus on the equipment itself — rather than pits and pit fitouts — and went national with an imported range of heavy vehicle lifting machinery. IKON Business Development Manager Ron Thomas tells Rail Express that by 2012, the company had found a niche market in rail wagon maintenance across WA, including the mining sector. By 2015 it was providing the wagon lifting system with wireless communication batterypowered mobile column lifts Australia-wide: product types which IKON is now most closely associated with. “That development allowed maintenance work to be done anywhere there was hard standing, instead of having to take the wagons to workshop pits for attention,” Thomas said. “IKON specialises in distributing and servicing this and other forms of heavy lifting equipment which is now sold into many industries where higher cost, fixed position lifting systems are becoming less popular. “The latest developments for us in the rail industry saw us in 2020 begin to lift locomotives off their bogies with similar battery powered units of greater lifting capacity. “Subsequently we carried out carriage lifting too, for regional and suburban trains to allow easier bogie maintenance came within our realm.

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IKON uses the latest equipment from Rotary Lift, the world’s leading manufacturer in hydraulic lifts alignment systems.

“Opportunities exist also in tamper unit maintenance and a variety of other lift opportunities such as light rail using multiple unit sets.” Thomas said wireless battery-powered lifts can now be fitted with motorised axles for ease of movement around a work area and much less operator effort. The company uses the latest equipment from Rotary Lift, the world’s leading manufacturer in hydraulic lifts alignment systems, all of which constantly update safety features and improvements to enhance the user’s experience. “The major product sold into the rail industry is a freight wagon lifter that can lift complete wagons, or wagons off bogies, or wagons and bogie sideframes off the bogies’ worn wheelsets that can then be rapidly replaced as wagons got back into use quickly,” Thomas said. “The lifting time is presently just 94 seconds and a new design from our overseas supplier has reduced that lift time to just 78 seconds. “The new design is suitable for both narrow gauge and standard gauge rail applications, for total wagon weights of up to 34 tonnes with multiple wagons being able to be lifted in unison. “The loco lift version has a heavier capacity and a lift time of just over two minutes to full two metre height. “We currently have users of our designs in all states including Tasmania and recently received an order for another 17 units that will be used in sets of eight for two-pack lifting which has become common. Some users have

developed this technique and facilities to make a four-pack function possible with obvious economic benefits.” Other main advantage of IKON’s wireless communication mobile column lifts over mains powered ones include: • Forklift sleeves simplify distant moving around workshop sites or to remote worksites • Wireless communication means that there is no need for nearby power and cabling other than for battery re-charging after multiple lifts via the in-built battery charger • Safety features are paramount and included in the design and are added to constantly • Programmed Annual Servicing is carried out by local state service technicians and quarterly servicing is sometimes requested • Parts are all available from the Melbourne warehouse and critical parts are also held in all mainland capital cities, with clients supported by a 24/7 Service HOTLINE to minimise downtime • Non-Destructive Testing is undertaken with our Year-10 annual services Rotary Lift also manufactures the wellknown MACH series of lifters, and a new adapter design that includes the latest design changes will be released and demonstrated at AusRAIL. “Our participation at AusRAIL every year since 2013 has continued to attract new clients and associates in Eastern Australia of some of our WA clients,” Thomas said. Check out IKON’s stand at AusRAIL PLUS.

JOIN US IN BRISBANE FOR AUSRAIL 2022

MONDAY 5 – WEDNESDAY 7 DECEMBER 2022

BRISBANE CONVENTION AND EXHIBITION CENTRE

Join us for the final major rail industry event of the year to celebrate the achievements of 2022, network and discuss the key issues facing our industry. • Comprehensive two-day program featuring key industry leaders • Outstanding networking program, including a dedicated welcome experience and our AusRAIL Women in Rail breakfast • On and off-site technical tours • Extensive networking and seating areas to help you connect with decision makers • Unique delegate experiences as part of the exhibition

Secure your space today! Sponsorship and exhibition sales are now open, so contact us at hello@ausrail2022.com to confirm your interest.

AusRAIL PLUS Conference and Exhibition

Maintaining material master data The rail industry is being reminded about the new dataset recently added to the National Product Catalogue (NPC), which enables rail suppliers and clients to log, manage and share information on their products and materials to improve efficiencies. Updated in August last year, the NPC now enables the adoption of a standard list of data attributes and processes for exchanging Material Master Data (MMD) to support the rail industry. An innovation delivered by Project i-TRACE, a joint initiative of the Australasian Railway Association (ARA) and standards specialists GS1 Australia, the registry is an industry service that supports businesses to maintain all their material master data and digital images in a central location. They can then share this information in real-time, with all trading partners across the supply chain, with confidence that they are compliant and meeting buyer requirements. This agreed, standardised approach to capturing and sharing critical data about the materials that flow through the rail supply chain saves the industry exposure to unnecessary costs, duplication and data quality errors. As GS1 Freight, Logistics and Industrial account director Tony Repaci says, the NPC is an industry service that helps manufacturers and suppliers enter, validate, store, maintain and share all their product details, trade and marketing-related information. “It provides a single repository of product data applicable across all categories, including orderable spare parts and components,” he said. The NPC for rail evolved from Project i-TRACE, which set out to ensure that rail industry materials are described in a consistent fashion. “The NPC is a key pillar of the Project i-TRACE program, which also encompasses a standardised barcoding system to capture data on assets and materials where the operators and their suppliers seek to exchange the information in a digital format and in a consistent, accurate way,” Repaci said. “So we’ve developed a platform which is widely used by many thousands of companies in multiple sectors in Australia and New Zealand and globally.” In the NPC: • Manufacturers and suppliers are considered ‘publishers’: they decide who they will publish their data to (‘the publication’) and maintain the data over time. • Operators/buyers are considered ‘recipients’: they can choose to accept publishers’ data (known as a ‘subscription’) and subsequently ‘synchronise’ for ongoing flow of data changes or additions made by publishers. “Based on the principles of data synchronisation,

The NPC enables the sharing and updating of quality, standard data, which is required to link physical items to the daily operations of suppliers, maintainers and rail operators.

the NPC enables the sharing and updating of quality, standard data, which is required to link physical items (parts, components and assets) to the daily operations of suppliers, maintainers and rail operators,” Repaci said. The system allows publishers to: • Simultaneously share data with nominated trading partners and enable them to see any changes in real time • Publish data as a one-to-many, making the most of their prepared data, by publishing to multiple operators resulting in huge savings • Synchronise item data as a foundation for efficient electronic data interchange (EDI/eProcurement) • Keep data in a single, secure, accessible, reliable location for internal and external use • Maintain a high level of data integrity - avoiding duplication, errors and discrepancies • Improve data quality with both automatic and process-driven validation services • Set the foundation for best practice data management processes • Securely share item master information such as GTINs (barcode numbers), descriptions, product classifications, unit of measure, dangerous goods, key regulatory and brand information and more. “The need for accurate, up-to-date, consistent and complete data for all materials is now a recognised imperative within rail,” Repaci said. “Quality data from the validated, expert source – the manufacturer/supplier – is the key to ensuring accuracy. “Automating the sharing of quality data via a single source to all systems, ensures that there is interoperability, as they are speaking the same language whilst also removing the duplicated effort and data errors across the supply chain.

“The NPC allows the suppliers to publish the information pertaining to their products, their whole catalog, or part thereof, onto the NPC platform, publish it once and then do updates to that catalog as and when required. “For example, they may introduce a new product, discontinue or supersede another, they may change the attributes of a product and create new ones.” Repaci said the flexibility extended to a publisher deciding on how much of the publication it wished to release to a recipient. “For example, there may be parts of the publication that does not involve the recipient,” he said. The ARA said that the NPC was a means of reducing costs, removing duplication and improving the exchange of information about rail components and parts across the asset lifecycle. It removed hours of work in the sorting and manual processing of components and parts, making the industry more responsive and efficient. Sydney Trains Material Data Manager and Project i-TRACE working group chair Bill Steward welcomed the project. “More recently, COVID check-in using QR codes has simplified contact tracing. Imagine if rail could harness similar benefits to ensure the right parts are delivered to the right place at the right time?” he said. In Australia the NPC supports more than 2000 companies and hosts 1.5 million item records spanning multiple sectors. To determine the right option for your NPC journey, visit: www.gs1au.org/for-your-industry/rail/nationalproduct-catalogue-in-rail GS1 and Project i-TRACE representatives will be speaking at the AusRAIL Conference.

WWW.RAILEXPRESS.COM.AU | 35

Major Projects and Infrastructure

Cutting corners not worth the risk Skimping and penny-pinching on project costs can often be detrimental to the overall outcome, and inevitably, lead to bigger risks that are commonly associated with the bigger projects.

High impact items encountered on major infrastructure projects should never be ignored or “swept under the carpet”.

In every project, it’s understandable that economic decisions need to be considered to meet budgetary constraints. But according to leading consultant Donald Cant Watts Corke (DCWC), cutting corners on projects can lead to significant problems down the road and will ultimately end up costing more. DCWC Infrastructure Director Leslie Chung said there are various factors that can lead to an inaccurate Business Case cost estimate being developed for a project. “Some of the more common issues that have been identified on transport-related projects have included a lack of accurate site condition information, particularly below ground, and experience in the requirements of government authorities,” he said. Chung cited the Sydney Light Rail Project as an example, with an audit of the Sydney Light Rail Strategic Plan revealing that its business case had underestimated project costs. According to the Audit Office of NSW, in 2013 the CSELR (Central Business District

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and South East Light Rail) project business case summary had initially estimated costs at $1.6 billion. But the budget increased by $549 million to $2.1 billion when Transport for NSW announced that the main works PPP contract had been signed in December 2014. “The scope and costs were uncertain when the business case was approved, and this became more evident during procurement,” Chung said. “By October 2014, TfNSW reported that mispricing and omissions in the business case had caused $517 million of the $549 million capital cost increase. The remaining increase ($32 million) was due to scope changes and planning modifications, some of which TfNSW knew about before submitting the business case for approval. “TfNSW should have addressed these issues when preparing the business case, and certainly well before procurement began for the two major contracts. “The Advisory Board noted the business

case capital cost estimate had mispriced and omitted several items, and that market condition assumptions had changed.” Chung said events such as this were all too common. “There have been similar reports of under-estimated costs for the Canberra Light Rail and other major transport-related infrastructure projects of up to 25%,” he said. Is it possible for these outcomes to be avoided and assurance of Total Outturn Cost (TOC) achieved? “We certainly believe that integrating the appropriate personnel with relative skills can provide improvements in the assurance of the TOC by 15% to 20%,” Chung said. “In the case of major infrastructure projects, this result could be the deciding factor in ensuring that two independently prepared cost estimates, i.e. the estimate prepared by the quantity surveyor and the returned tendered price, are prepared to within 5 per cent of each other. “It is commonly accepted that the cost of risk mitigation increases exponentially as the project proceeds toward and into the construction phase, and that the opportunity to influence risk drivers decreases exponentially over the same period. “With this in mind, it makes no sense that the high impact items encountered on major infrastructure projects be ignored or “swept under the carpet” as it were, just because they cannot be shown on the drawings or in the documentation. “One of the consistent issues we’ve seen are that governments are pushing projects back to catch up on a lack of investment over the last two decades, and within a very constricted time frame, so often speed is of the essence and details get skimmed over. “From a traditional point of view, everything must be documented and fully ready to go before bidding for project. But documenting everything could take years. “So there’s a lot of fast-tracking and the downside is there is a lack of precise documentation. “Because of the time pressures, many business case project budgets are poorly

DCWC Infrastructure Director Leslie Chung.

developed. Confidential checking is not done. Proper considerations are not carried out and assumptions are made where design information is scarce. “And that’s really not what the standards

and guidelines actually stipulate. “There is a duty of care and obligation to provide accurate information. “If the high impact items have a 95% or higher probability of occurring, then they must be dealt with in the Direct Cost Estimate by collaborating with experienced engineers and/or cost estimating consultants.” That’s where DCWC’s in-house project management team comes in, staffed by specialists who target an integrated service which delivers projects to their full potential and without hidden costs. “We provide the assurance that the most important high impact items are addressed at the very outset, thereby reducing the likelihood of surprises during the delivery phase,” Chung said. “Our team work together to make the process smooth, we bring the key partners to the table, we facilitate the whole process as a central point of contact and collect the relevant information. “All parties need to sing in one tone in order to actually produce something that’s

robust. You’re bound for trouble down the track if there is a ‘conflict of interest’ mindset. “No one wants to be the bearer of bad news, where government departments may have to revert to Treasury and Finance to acquire additional funding; but surely it is better and more economical to know this in advance rather than to find our whilst expediting the works. “The aftermath of the Sydney Light Rail project extended far beyond just the additional cost to the works and long after the project was completed. “Legal disputes, loss of confidence, customer and stakeholder reparation and further compensation claims are all undesirable collateral of inadequate information and cost advice prior to delivery stage. “It’s no longer appropriate to merely cost that which is shown on the design drawings, but that all aspects of the project should be challenged and costed, including all relevant scope, good practice design solutions, construction methodology, constraints and program scheduling, etc.”

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Major Projects and Infrastructure

Transforming the future of mobility As a full-service mobility provider and a force that is driving stronger rail around the world, DB E.C.O. Group provides engineering, consulting and operations services that prepare its clients for the future, as well as helping to protect the environment. DB E.C.O. Group is part of the Germany-based Deutsche Bahn – a world-leading mobility and logistics company. Through DB E.C.O. Group, Deutsche Bahn has pooled its resources to deliver rail expertise across the areas of engineering, consulting and operations. The Group offers its services and solutions in more than 84 countries around the world, including Australia and New Zealand. At the same time, it is championing zero emissions mobility technologies and public transport that reduce carbon emissions and help solve the global threat of climate change. A GENUINE FULL-SERVICE RAIL COMPANY Executive Director for the Australia and New Zealand hub of DB E.C.O., Mark Keogh, said a major point of difference between DB E.C.O. and other consulting rail businesses in the region is that the company offers a genuine and substantial presence across all stages of the rail project lifecycle. “Our combination of mobility consulting, engineering and digital expertise helps us deliver forward-looking engineering, consulting and operations services for our customers,” he said. “We have extensive experience from operating traditional railways, metros, fast rail and freight rail services across Europe and a growing number of countries around the world, which can help clients in Australia and New Zealand. “We assist clients across the whole project lifecycle from developing business cases and project development through to managing project delivery, systems integration, operational readiness, and asset maintenance.” DB’s Victorian Director Tilo Franz said the world needs strong rail. “Without it, the challenges posed by globalisation, urbanisation, population growth, and especially climate change cannot be met. Rail transport is the most energy efficient way of transportation and should be every government’s priority,” he said. “DB E.C.O. Group has more than 5700 employees across the globe with decades of

experience in the full range of engineering disciplines, ready to assist with projects and provide best practice solutions. “The Group’s value is clearly demonstrated when clients are faced with the challenge of integrating very complex new technology rail projects into existing brownfield transport networks. “We have previously helped clients operationalise projects such as Sydney Metro Northwest, Auckland City Rail Link, Melbourne Level Crossings Removal and Canberra Light Rail, and are currently providing a range of services to the Melbourne Metro, Melbourne Airport Rail Link, Geelong Fast Rail and Auckland Light Rail projects.” DELIVERING ON THE GREEN TRANSFORMATION DB E.C.O. Group is genuinely committed to sustainability targets and is actively promoting zero emissions solutions in collaboration with its global partners. “Our local zero emissions solutions team is currently providing strategic advice, technological evaluation and simulation modelling to clients in California, Brazil and Europe,” Keogh said. “We are able to bring real world experience to the problem: for example DB, with our partners, is currently trialling

hydrogen trains on the German network and we are also investigating the deployment of ammonia-based trains. “We are assisting clients to meet their legislative and corporate obligations by capitalising on the world’s best available technology. “Our vision is to create mobility ecosystems with zero emissions from wellto-wheel. The green transformation of the rail industry requires a range of solutions from the decarbonisation of the energy supply, the transition to zero emission vehicles, integrating transportation and logistics with smart cities and ensuring energy efficiency is a priority in infrastructure design, construction and maintenance. “We adopt this holistic approach to both rail and buses and related infrastructure and operations. “We know the contribution that public transport can make to achieving our global COP 26 climate targets and we are committed to assisting agencies and operators to deliver truly green passenger and freight rail services either through electrification, hydrogen or other emerging technologies. “As a major international provider of mobility and logistics services, DB E.C.O. Group is a key player in the shift to new and cleaner forms of mobility.”

With Siemens Mobility, Deutsche Bahn is working on a completely new hydrogen system for rail transport.

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Major Projects and Infrastructure

Future-smart transformation Innovative solar solutions have turned a railway station into an impressive example of sustainable architecture. Sydney rail commuters travelling on the Illawarra Line will notice Como Station’s impressive transformation, showcasing innovation and an appreciation of the local environment. It has transformed into a beautiful and unique, modern facility that enables safe and accessible public transport for people with disabilities, limited mobility, carers with prams and customers with luggage. The station is now sustainably powered with solar energy during the day, using an innovative Solar Photovoltaic Glass (PV) system that provides a reliable, clean source of power and increases the resilience of Transport for NSW’s energy supply. Built by Australian construction company Degnan, the facility is the result of more than 65,000 hours of on-site work and many more hours spent in design and collaboration with Transport for NSW. So impressive has been the outcome that the company has won the Banksia Foundation’s 2021 NSW Clean Technology Award, which recognises outstanding initiatives that showcase efficient resources through renewable energy, low emissions technology, and appreciable pollution reduction (beyond compliance) of the country’s water, air, and land. Degnan’s Managing Director Chris Degnan said the future-smart solution demonstrated how alternative technology and innovative ideas could be integrated within the rail corridor whilst also having a strong visual aesthetic. The upgrade includes two new lifts transporting customers from the car park to the platform through the natural beauty of exposed sandstone walls to an underpass with natural light passing light through the purpose-built void on the platform. The underpass entrances boast beautiful, original artwork by Merindah Funnell, a local artist from the Kurranulla Aboriginal Corporation. All amenities

have been upgraded, heritage reflections cast into concrete, and thoughtful new landscaping unifies the new structures with surrounding bushland to create a station the local community can proudly embrace. In designing the station, Degnan identified that there was potential for the NSW rail network, comprising more than 300 stations, to become self-sustaining while meeting urban and community sustainability goals without disrupting the visual landscape. The company’s approach was to conceive a solution to integrate a sustainable clean power source into an essential piece of infrastructure generally included in Transport Access Program (TAP) station upgrades. TAP is a NSW Government initiative delivering safe, modern and accessible public transport infrastructure across the state. The goal was to deliver an innovative canopy solution that provided shade and shelter, enhanced the project’s sustainable outcomes, appealed to the end-user via aesthetics, and alleviated the community’s safety concerns of the originally dark subway by facilitating a source of natural light through the canopy. Degnan Head of Engineering, Assurance and Sustainability, Josh Petrie, said the solution was to reinvent the traditional platform canopy design using PV Glass and use the solar power this produced to run the station’s lighting, communications, and general power requirements while using natural light to illuminate existing dark spaces. “Degnan’s vision was to deliver a project that set a new benchmark in innovation for rail infrastructure, focusing on clean energy and sustainability,” he said. “We designed and produced a sustainably viable and highly functional piece of infrastructure, which met the TfNSW’s and the community’s needs and advances numerous NSW sustainable development goals. “This wasn’t an easy process and the conversation

Como Station has transformed into a beautiful and unique, modern facility that caters for sustainability and aesthetics.

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around PV Glass installations actually began more than two years prior on another Degnan project. “What led us to the final outcome was the development of a Cost Benefit Analysis, supported by a ‘ Whole-of-Life’ cost assessment, which demonstrated that the Photo-Voltaic system would, over time, produce net profit due to the savings on electricity purchased from the grid, with the added benefit of receiving export tariffs when power generation exceeded power use. “The complexities of this system are controlled wholly by Artificial Intelligence which can review, monitor and manage remotely via an on-line portal.” Petre said that the project, delivered successfully in a highly regulated and standards focused environment, provides a pathway for future small-scale projects. “This design sets precedence to realistically transform future sustainably designed upgrades across the Sydney Trains Network and TfNSW projects,” he said. “Through the success of this project, the project team has demonstrated that size does not matter. It could be considered an advantage. “The small-scale, cost-effective solution is highly scalable and adaptable. Similar solutions could be installed throughout the transport network in other canopies and shelters, providing distributed power generation sources and lowering the overall imported power consumption of the transportation network. “The installation of distributed generation sources on the Sydney Trains network represents a new way of thinking for network planning. The final acceptance of this technology was only possible through alignment in the corporate values of TfNSW and Degnan partnering for success.” Sydney Trains also needed reassurance that the economic benefits were tangible, the innovation complied with their standards, and there would be no adverse risks to existing network operations. “We learned the value of partnership through exceptional support from the TfNSW leadership team: without this collaboration, the end result would not have been possible,” Petrie said. ABOUT DEGNAN Recognised as one of the most client-focused Australian construction companies for challenging infrastructure, Degnan has successfully been delivering specialised solutions for challenging and unique projects, particularly in rail infrastructure and first-oftype projects. The family-owned Australian construction company has more than 40 years’ experience in delivering quality services for its clients and communities.

Rail Systems Engineering Downer’s Rail Systems Engineering expertise strengthens and complements our rail offering so we can provide customers across Australia with integrated end-to-end solutions for rail infrastructure assets. Rail Systems Engineering combines our extensive rail sector experience, in-house capabilities and cross sector understanding to provide an integrated, customised and specialist service for rail projects. Assurance

Rail systems

Systems engineering (SE)

Turnkey projects

A focus on the function and performance definition

Full service offering across the lifecycle of new or existing light or heavy rail asset systems, including:

of the system, interface identification, integration management and configuration management

Minimises complexity and risk, ensures solutions meet user

needs and mitigates over-engineering of solutions, providing certainty of delivery and value for money to customers

Safety assurance Eliminate or minimise safety risks through a rigorous and systematic process incorporating hazard identification, risk assessment and analysis and functional safety

Understand complex interactions between assets and systems, and new and legacy assets before they enter into operation

Type approval Rail Systems Engineering independently assesses equipment,

components, systems and subsystems for rail operators and product suppliers (OEMS) throughout Australia

Design Interface and integration management Installation and construction

Testing and commissioning Handover and completions Lifecycle asset support

Depot systems Depot personnel protection

Automation and depot

Stabling yards signalling and

Deployed for green or brownfield

system

train control

management systems

rail environments with minimal impact to train operations

Digital systems Experience in: European Train Control Systems (ETCS)

Computer Based Interlockings

Human factors engineering

Communication Based Train Control (CBTC)

Network and communication

Addresses the socio-technical nature of rail systems to ensure assets are

Automatic Train Protection (ATP)

Signalling and train control

optimised for installers, maintainers and other stakeholders

(IXL)

systems

systems.

Supports the assurance process to ensure the asset will work as designed for the people that interact with it

Asset management services

With the aid of our digital asset management system, TrackDNA, Downer can provide:

Overhead Line Multi-skilled overhead wire team with experience throughout Australia and overseas. Expertise to deliver in Maintenance and Construction environments.

Condition and preventative maintenance systems

Asset management planning

Asset conditioning assessment TMP development and review

Track DNA uses complex analytics and machine learning to capture data from assets and performs assessments to predict the remaining life of its components.

For more information email us today systems@downergroup.com

www.downergroup.com

Operations and Maintenance

Stand by for action When electrical power supply to a rail system occurs, it is crucial that this is detected and an emergency supply is activated. It’s critical for rail signalling systems to have consistent and reliable power supply, to ensure safe and normal running of operations, including level crossings, signal lights, point machine operations and interlocking systems. These signalling systems are normally connected to the railway’s internal electrical network. However, power supplies are prone to disruption, whether by lightning strikes, equipment failure or accidents. To ensure the reliability of supply to critical loads, a backup supply is normally provided. Subsequently, when a failure of the normal supply occurs, the load is transferred to a backup or emergency supply, thus ensuring connected loads continue operating normally. The emergency supply is typically sourced from the local electric utility, primarily from nearby street mains services. CHKPQ’s Miro ECO Supply Monitor and Logger can facilitate the transfer of supply, intelligently and quickly (Figure 1). The key features of the Miro ECO Supply Monitor and Logger include: • Fast switching time • Monitoring of Emergency supply • Data logging • User selectable changeover criteria, THD, undervoltage, and overvoltage • Prevention of nuisance and repetitive switching operations The Miro ECO Supply Monitor and Logger instrument can transfer supply in about 25ms to 56ms (depending on configuration and type of contactor). Refer to Figure 2.

Figure 2: The timing graph for a Miro ECO.

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This short transition time ensures downstream equipment continue operating normally. Most signalling and IT equipment are ‘hardened’ to tolerate short interruptions of supply, making the Miro ECO an ideal solution, compared to UPS (Uninterruptible Power Supply) systems, which can be expensive to purchase and maintain. Typical change over schemes can take more than 100ms to detect abnormal conditions and transfer supply. This lengthy transfer time often causes connected loads to malfunction or switch off, causing disruptions to downstream loads (e.g., signalling systems), and subsequently train operations. The Miro ECO instrument monitors and detects when the supply voltage exceeds set thresholds, i.e., over voltage and under voltage, and facilitates the transfer of supply. It monitors and ensures the alternative supply is within acceptable limits before transferring supply. The Miro ECO is also a power quality logger and analyser and has user-settable thresholds. It captures all relevant power quality data, including supply changeovers and voltage deviations. The data can then be used to analyse these events to determine the details of the changeover and possible causes. CHK PQ Sales Director, Johnson Mariswamy, said the Miro ECO instrument is an intelligent device that prevents nuisance and repetitive switching operations by progressively delaying switchback times. “All data can be collected and analysed using proprietary Citrus software or AsMoSys (Asset Monitoring System), a database solution created by CHK,” he said. “AsMoSys is a tool to help manage and review Miro log data. The AsMoSys solution can be

Figure 1: The Miro ECO Supply Monitor and Logger

set up to create alarms and notify users via email, when a changeover occurs or when set thresholds e.g., THD (Total Harmonic Distortion) are exceeded.” Various reports, for example, supply availability, supply quality and frequency of changeovers, are available for analysis. AsMoSys can be used to poll multiple Miro ECO units via remote cellular communications, or optional Ethernet, both which allow remote connection to the instrument to view real time measurements, data download and reconfiguration of the instrument. The Miro ECO instrument currently comes in two versions: • The Miro ECO-Block, with a relay output of 0.125A, capable of driving contactors rated up to 80A, e.g., block contactors. • The Miro ECO-Bar, with a solid-state relay (SSR) output of 2A, capable of driving contactors rated up to 250A, e.g., bar contactors. Single and three phase versions are available. “Pluggable terminal blocks and compact iron core current sensors, as well as magnetic feet, also make for easy and quick installation,” Mariswamy said. The Miro ECO can be used for any application where a rapid circuit changeover is required including railway signalling equipment, hospital backup supplies and data centre redundant supply schemes. ABOUT CHK PQ CHK Power Quality specialises in power quality and asset condition monitoring products and services, providing the necessary data and analysis tools to help customers identify and resolve issues to increase the reliability of plant and equipment, thereby reducing capital and operating costs. CHK PQ has developed partnerships with railway companies to design and develop new products, such as the transfer switch controller described above, and point condition monitors. “We aim to enable customers to improve the power quality and asset monitoring of their power networks utilising innovative and modern technologies,” Mariswamy said.

Building a more sustainable future Making the rail industry more efficient and sustainable is at the heart of what we do at Wabtec. We’ve taken a bold step toward a low-to-zero-emission locomotive future with the world’s first heavy-haul 100-percent battery-electric locomotive – called FLXdrive™. Another example of how Wabtec is pushing to better serve customers, communities, and the world.

WabtecCorp.com

Signalling Solutions

Integrated end-to-end solutions The Downer Group is the leading provider of integrated services in Australia and New Zealand, with an important point of difference: the company provides a complete in-house service in designing, building and sustaining assets, infrastructure and facilities. Downer has worked in the rail sector in Australia for more than 150 years, and the dedicated rail division remains a core part of its business. Proud of its culture that strives to maximise asset life and deliver value for money in a safe, efficient manner, Downer Rail Systems Engineering has gained significant rail systems engineering knowledge, capability and experience through its history of designing, building and operating complex rail infrastructure. The business is a leading rail signalling contractor with major projects across Australia and New Zealand, with its solutions including turnkey infrastructure alterations, factory builds of signalling equipment, signalling construction and commissioning of signalling works. As general manager Peter Jones explains, Rail Systems Engineering is also unique because it’s the only in-house technical rail systems integrator in Australia. “We provide customers across Australia with integrated end-to-end solutions for rail infrastructure assets. We bring together our extensive rail sector experience, in-house capabilities and cross-sector understanding to provide a customised and specialist service for rail projects,” he said. “We’re not like other system integrators who have to engage in external resources and subcontractors and rely on them to provide the services: we are fully there from the conception right through entry into service and beyond. “This is because we have deep subject matter expertise in all parts of the rail operations, everything inside the corridor that will wrap the project and integrate it. “In any project, you’re looking at a number of boxes. What we do is we bring those boxes together and ensure that they work flawlessly and provide the integrity to the railway. “All railway signalling works need to be designed, tested, commissioned. It’s why people should choose Downer to build their rail projects and not someone else who will just call one of our experts in anyway.” The Rail Systems Engineering Assurance offering features: • Systems Engineering Assurance, focusing on the function and performance definition of the system, interface identification, integration management and configuration management. • Safety Assurance, which seeks to effectively

The Downer Group specialises in turnkey infrastructure alterations, factory builds of signalling equipment, signalling construction and commissioning of signalling works.

reduce the risk to safety So Far As Is Reasonably Practicable. • Human Factors Engineering, addressing the sociotechnical nature of rail systems to ensure assets are optimised for the end-users (installers, maintainers and other stakeholders). The Rail Systems Engineering Rails System offering features: • Full turnkey project services including full service offering across the lifecycle of rail asset systems. • Strong experience in delivering depot systems, including depot personnel protection systems, stabling yards signalling and train control. • Ability to implement digital technologies into rail systems, bringing highly capable and experienced team members to provide optimised solutions to clients. • Asset Management Services , which feature Downer’s Digital Asset Management System Platform, TrackDNA, to provide condition and preventative maintenance systems, asset management planning, and TMP development and review. CASE STUDIES • Aubin Grove to Rockingham, WA The section is part of WA METRONET’s Mandurah line, the largest passenger rail line in the state. Downer was responsible for the entire design of the signalling system to its installation. “We tested and also managed the overhead line component of it and were involved from the

pre-design concept design through to handover and service entry,” Jones said. “This included the systems engineering work to ensure all the signal, track elements and station elements were brought together seamlessly. This internal value-adding is a feature our competitors do not have.” • Adelaide heavy passenger rail, SA Rail Systems Engineering, in conjunction with Keolis Downer, is responsible for the maintenance of Adelaide Metro train services in South Australia. “Downer is in fact responsible for the entire heavy rail passenger network in South Australia,” Jones said. The multi-skilled overhead wire team consists of staff with experience throughout Australia and overseas and expertise to deliver in maintenance and construction environments. The scope of maintenance works comprised preventative measures and highly detailed and frequent inspections, and reactive maintenance such as repairs and vegetation removal. Downer installed footings, structures, small part steelwork and conductors, while providing services including sectioning works, resistance testing, assurance documentation, track protection and HiRail EWP access. Members of the team also undertook construction and maintenance activities for the Adelaide Metro light rail system prior to 2021. Rail Systems Engineering will take ownership of the newly-electrified Gawler line in SA once commissioned.

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Rolling Stock and Manufacturing

Small tampers with big hearts When it comes to tamping machines, MATISA proves that size matters, with its release of smaller machines for easier transport. MATISA is a leading name when it comes to track maintenance and construction machines, and among its most popular product line is the company’s range of tampers. MATISA has a long and proud history of technical development and collaboration with customers to back it up, having begun building tamping machines in 1945. Over time, the machines have become large and bulky by nature. The business soon recognised the demand for compact machines, which are easily transportable by road, while retaining the high-performance aspects of MATISA’s larger tamping equipment. THE B 35 MATISA’s B 35 C is a highly capable, multi-gauge, compact tamper. The chassis has been designed as a common platform suitable for a turnout tamper or plain line tamping configuration. The machine integrates MATISA’s UBC (Tamping Unit ‘C’), a standard tamping unit found across all MATISA large turnout tamping machine range. As MATISA Australia general manager Steven Johnson explains, integrating the UBC into the B 35 C means the small tampers “have the heart of our big machines”. “The four UBC in the B 35 C comprises 16 tamping tools with a high degree of manoeuvrability,” he said. “A key design consideration for the B 35 chassis was easily and quickly modifying the machine gauge. Therefore, we designed the machine with a common chassis for a wide range of track gauges and a design enabling rapid conversion. “To deal with low axle loads often experienced on networks with narrow gauges, the machine is available in bogie - axle and bogie - bogie configuration.” In the B 35 D configuration, the machine is a 32-tool plain track tamper; but with the B 35 C configuration, the tamper is a highly capable, compact plain line tamper. LOCAL SUPPORT MATISA established a local subsidiary in 2018 to support the machines in Australia and wider South East Asia region, whilst also exploring opportunities for new partnerships with customers in the region.

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The B 35 C has a common chassis for a wide range of track gauges and a design enabling rapid conversion.

“In 2022 MATISA Australia embarks on a new phase of developing our domestic capability,” Johnson said. “MATISA Australia will establish a new Service Centre in Western Sydney, with inhouse technical support, parts refurbishment capability and spare parts provision. “This represents a significant investment and commitment to the Australian market. MATISA seeks to respond to the significant opportunity in Australia, ensuring customers know that local support is available to provide ongoing collaboration throughout the life of their assets. Johnson said MATISA Australia had recently partnered with Laing O’Rourke and Select Plant Australia for the supply of a new tamper to expand their existing extensive fleet of rail maintenance equipment. “We look forward to collaborating with Laing O’Rourke and Select Plant Australia to ensure successful project outcomes using our high quality equipment,” he said. Laing O’Rourke Australia Rail Operations Business Unit lead Mark Fletcher said the purchase of the MATISA tamper demonstrated the business’ commitment to the Australian

rail industry, supporting the delivery of major rail projects. “While initially located in Western Australia, the simple method of gauge conversion means we will see the machine operating across the country in the future,” he said. “This tamper will provide our clients with the latest in innovation and reliability, ensuring cost effective delivery at the highest quality. This is an exciting time to be part of the rail industry as we continue to build the power of our experience.” Select Plant Australia Business Unit Lead Nathan Mitschuinig said the ability to source the world’s best plant and equipment was a key driver for the move. “Select will continue to invest in leading plant and equipment available in the market globally, to ensure high quality, efficient project delivery across our operations,” he said. “With a wide range of rail and civil plant available for hire, Select Plant Australia is able to support any project, rail or otherwise in any location right across Australia. “We are looking forward to the delivery of this machine during 2022 and are extremely proud of the fact it will be supporting Laing O’Rourke’s project delivery capability.”

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Industry Associations

Rail use supports sustainability growth As industry gathers for AusRAIL PLUS, rail’s essential role in supporting growth in the years ahead is clearer than ever. As the industry comes together for AusRAIL PLUS, we are once again preparing for a busy year in rail. Now two years into the pandemic, we have a strong understanding of the impact on our industry and how rail will contribute to a return to a more normal way of life. While the lockdowns of the previous two years significantly impacted passenger numbers on the rail network, services continued to operate for those that needed them. Data collected by the ARA has found that passenger numbers were on the rise again following last year’s lockdowns, but were not expected to return to the pre-COVID levels for some time. There are a number of reasons for this, including the fact that many of our work lives have changed for the long term. Commuters who made the trip to the office five days per week before the pandemic may now be working from home for a day or two instead. It is important more of us return to public transport as we spend more time in the office, go to school and get out in our communities more in 2022. One full commuter train takes 578 cars off the road, highlighting just how crucial public transport is to preventing city gridlock, particularly as populations rise. Greater use of rail can also help improve the liveability of our communities, reducing air pollution and supporting healthy lifestyles. These are strong motivations to bring more people

back to rail to support our sustainable growth. AusRAIL PLUS will provide a timely opportunity to reflect on the lessons learned, innovations adopted and new ways of working to continue to provide the community safe and accessible public transport in the year ahead. The value of rail freight has also been clear in recent years as the industry has worked hard to keep supply chains open. The ARA’s recently released Rail Freight Action Plan highlighted the need for action to support greater use of rail and ensure the industry can continue to meet growing demand in the future. AusRAIL PLUS delegates will hear how the ARA is supporting greater use of rail freight by advancing key issues impacting productivity, interoperability and regulation. Moving these issues forward will be essential to ensure a resilient network for the long term. Of course, the much-needed investment in rail has continued at pace over the last two years, with projects such as Cross River Rail, Sydney Metro, the Suburban Rail Loop and METRONET continuing to progress. These projects will make a vital contribution to supporting Australia’s growth and represent muchneeded investment in our rail networks. Key project updates will be shared at AusRAIL PLUS as work continues throughout the year. The success of these and many other projects underway or planned will be influenced by two

One full commuter train takes 578 cars off the road, highlighting just how crucial public transport is to preventing city gridlock, particularly as populations rise.

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Caroline Wilkie, chief executive, Australasian Railway Association.

key issues: sustainability and skills. The need for sustainability principles to be considered across the asset lifecycle – including during the planning and procurement phases – is an increasing focus as the industry seeks to support our net zero future. The importance of embedding sustainability across all aspects of the transport asset lifecycle was highlighted in both the ARA Sustainability Strategy and our Rail Supply Chain Blueprint. Our sustainability stream at AusRAIL PLUS will focus on this critical issue, discussing how we can best support emissions reduction in the industry, as well as measures to manage climate risk and ensure the resilience of rail infrastructure for the long term. It is also no secret that addressing skills shortages is a significant issue for the industry. Infrastructure Australia’s workforce and skills supply report confirmed in 2021 that the next three years will see shortages across key roles in the sector. While work is already underway to support improved long term planning and development to train, attract and retain skilled workers to the industry, we must also address the urgent requirements faced by the infrastructure sector now. The ARA will launch its new rail careers website in 2022 to promote the industry and highlight initiatives already underway to attract and retain top talent. At AusRAIL PLUS, the ARA’s significant workforce development program will be discussed, including its engagement with the National Rail Action Plan and the growth of the Rail Industry Worker program. Of course, these issues are just a sample of the significant program at AusRAIL PLUS. We look forward to the industry joining us for what is sure to be an insightful three days of discussion. It is also fitting that the year will begin and end with AusRAIL events this year, with AusRAIL 2022 to take place in Brisbane from 5-7 December. With so much ahead of us, AusRAIL 2022 will provide the ideal opportunity to connect, network and celebrate the achievements of the year.

Industry Associations

Setting the standards at AusRAIL PLUS RISSB will be exhibiting at AusRAIL PLUS. Make the most of your visit by stopping by its exhibition, stand #104. AusRAIL PLUS gives attendees the opportunity to meet some of RISSB’s senior leaders and Standards Development Managers, get their questions about RISSB conferences, courses and events answered by the friendly team, and find out what industry Standards may benefit their organisations. RISSB is accredited by Standards Australia as the only recognised organisation to develop Australian Standards for application in the Australian and New Zealand rail environment, and works hand in hand with industry to develop Standards, Codes of Practice, Guidelines and Rules that drive efficiency, improve productivity, and reduce costs. RISSB’s catalogue of publications covers all aspects of rail including infrastructure, rolling stock, safety, trackwork, planning, and train control. Here is a selection of publications that RISSB has developed and published on behalf of industry over the past two calendar years. 1 GUIDELINE - GOOD PRACTICE IN MITIGATING SAFETY RISKS WHEN PLANNING WORKS IN THE RAIL CORRIDOR The purpose of this Guideline is to identify safety risks that are present for works within the rail corridor that can be mitigated through good planning practices and provide guidance on how planners can manage those risks.

proposed change of product, service, system, or organisational change. 4 AS 7474 - RAIL INDUSTRY – SYSTEM SAFETY The System Safety Assurance Standard provides key requirements for the elimination or minimisation of safety-related risks, so far as is reasonably practicable associated with the planning, design, build, installation, testing and commissioning, operation, maintenance and disposal of rail assets including rolling stock, track and supporting infrastructure. This Standard is intended to provide a scalable set of requirements intended to support designers, manufacturers, transport operators and State entities in demonstrating and assuring that new or modified rail assets are safe in accordance with the Australian legislative framework. 5 AS 7460 - RAILWAY NETWORKS – REMOTELY PILOTED AIRCRAFT SYSTEMS (DRONES) – OPERATIONAL REQUIREMENTS This Standard provides requirements for the operation of remotely piloted aircraft systems (RPAS) by RPAS operators within the railway network and requirements for rail transport operators to manage the hazards imposed by RPAS use generally (whether that be by RPAS operators or the general public) and specifically hazards that are set out in this document.

Some of the Standards produced by RISSB.

purpose is to assist in reducing the level of risk for all users at public level crossings on the Australian rail network, in all jurisdictions. 8 GUIDELINE - SECURITY HANDBOOK FOR SMALL TO MEDIUM RAIL TRANSPORT OPERATORS - VOLUME 1 This Handbook provides a framework and methodology for managing safety and security related risks in rail transport operators. It embraces the wide range of threats to which the rail transport systems are potentially exposed, including those related to issue motivated groups and terrorism. 9 GUIDELINE - REQUIREMENTS FOR THE PROCUREMENT OF ROLLING STOCK This Guideline provides a recommended approach for procurement of rolling stock commencing from the project concept phase. It provides a harmonised, uniform and consistent approach to the process of preparing technical specifications for the procurement of rolling stock, ensuring consistency and providing specific guidance on the form and content.

2 AS 1085.17 RAILWAY TRACK MATERIAL: PART 17: STEEL SLEEPERS This Standard provides purchasers and suppliers including owners, operators, designers, and manufacturers of railway sleepers with requirements for the specification, manufacture, and testing of trough-shaped steel sleepers for use in railway track.

6 GUIDELINE - RELIABILITY, AVAILABILITY, MAINTAINABILITY (RAM) This Guideline provides a consistent approach for the process of selection and use of appropriate RAM strategies for railway assets and systems, based on industry accepted international standards.

10 GUIDELINE - NETWORK AND OPERATIONAL PERFORMANCE REPORTING This Guideline provides guidance for the reporting of infrastructure and rolling stock assets and operational performance. Areas for reporting include (but are not limited to) train service delivery; freight; passenger punctuality; availability; and reliability. The Guideline encourages the investigation of network performance to drive improvement through the attribution of causal factors through consistent key performance indicators.

3 GUIDELINE - SYSTEM SAFETY The purpose of this Guideline is to assist rail organisations in the establishment and running of system safety activities within their business. The system safety activities will be scalable and tailorable to meet the complexities of a

7 GUIDELINE - CONSOLIDATION OF PUBLIC LEVEL CROSSINGS This Guideline on the Consolidation of public level crossings has been developed to provide a nationally consistent approach to the consolidation of public level crossings. The

To download any of the publications from RISSB’s online catalogue, go to www.rissb.com.au/products. For information about access to the catalogue, or for membership enquiries, send an email to info@ rissb.com.au with the subject line 20-21 PRODUCTS.

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Contracts, EOIs, Tenders

WESTERN AUSTRALIA METRONET preferred proponents The preferred proponents have been announced for the METRONET Byford Rail Extension and METRONET Victoria ParkCanning Level Crossing Removal projects. The MetCONNX Alliance (comprising Laing O’Rourke Australia Construction, Pritchard Francis Consulting and Kellog Brown & Root) will design and construct the new Byford Rail Extension while the Armadale Line Upgrade Alliance (ALUA comprising Acciona Construction Australia, BMD Constructions, WSP Australia and AECOM Australia) have been selected to remove level crossings along the Armadale Line. The new Byford Station will include up to 600 passenger parking bays, a new bus interchange and a new pedestrian connection across the rail line. As part of the eightkilometre extension to the Armadale Line, passengers will enjoy a 42-minute train journey from Byford to Perth. The Victoria Park-Canning Level Crossing Removal Project will see five level crossings removed along the Armadale Line by raising the rail over the road at Mint Street, Oats Street, Welshpool Road, Hamilton Street and Wharf Street. New elevated stations will also be built at Carlisle, Oats Street, Queens Park and Cannington, which will enable safer and improved rail connections to schools and businesses. The alliance contract is expected to be awarded early next year. VICTORIA SRL East works to start Construction on Melbourne’s SRL East (Suburban Rail Loop) will start next year, with the contract for the first phase of works – creating up to 800 early direct jobs – awarded to global construction and engineering firm Laing O’Rourke. SRL East will deliver 26 kilometre twin tunnels and six underground stations between Cheltenham and Box Hill. Taking passengers by 2035, SRL East will transform Melbourne’s transport network and better connect people to jobs, health, education and each other. The first phase of early construction includes preparing sites for the launch of tunnel boring machines, moving and protecting underground services, and undertaking ground improvements,

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geotechnical investigations and road modifications. The work delivers outstanding opportunities for Victorian businesses and workers to be involved in this city-shaping project, with the contract locking in more than 95 per cent local content – well above the Victorian Government target. Around 14 per cent of the total hours will be undertaken by Victorian apprentices, trainees or cadets, with opportunities for women, Aboriginal and disadvantaged Victorians – contributing to the next generation of highly skilled workers. Extension for Alstom Alstom has secured an important extension to a key servicing and maintenance contract in Victoria. The contract extension was signed at the start of November and is for a further 20 months, ensuring Alstom’s skilled workforce has a solid pipeline of work until 30 June, 2023. The servicing and maintenance is conducted for Alstom’s customer, V/Line, on Alstom’s award-winning VLocity DMU fleet – built locally by Alstom in Dandenong – and on legacy locomotives out of the West Melbourne, South Dynon, Ballarat East and Geelong depots. NEW SOUTH WALES/QUEENSLAND Inland Rail gig for Martinus

The Australian Rail Track Corporation (ARTC) has appointed Australian owned contractor Martinus as the preferred contractor for the delivery of the Rail Corridor Program for Inland Rail sections in NSW and Southern Queensland. The collaborative framework agreement between the ARTC and Martinus includes about 570 kilometres of railway between Narromine and Moree in NSW to Gowrie in Queensland, taking in the project’s largest greenfield sections. ARTC Inland Rail Interim Chief Executive Rebecca Pickering said the contract is another milestone for Inland Rail, which will

be a catalyst for regional employment and economic opportunity. “We’ve already committed more than 600 contracts to businesses in Queensland and nearly 700 in NSW worth more than $1.9 billion across the two states, and this agreement will create even more economic stimulus as the country recovers from the impacts of the pandemic,” she said. “Both sides of the border will benefit significantly from Inland Rail with more than 11,800 direct and indirect jobs in Queensland and 7500 in NSW expected at the peak of construction in 2023-24.” Martinus Chief Executive and Founder Treaven Martinus said the award of works marks a significant step for the Australianowned contractor and is keen to work with local business and suppliers to help deliver the project. “We have seen firsthand the benefits of working with local suppliers and manufacturers to service many of our projects and our approach remains the same here,” he said. SOUTH AUSTRALIA Beams in place Work to fix one of Adelaide’s most challenging traffic bottlenecks has reached a major milestone with the first two bridge girders for the $196 million Ovingham Level Crossing Removal Project lifted into place. Massive 100 tonne steel girders to support the road-over-rail bridge have begun to be installed as part of works to eliminate the level crossing on Torrens Road – a project that’s also supporting 265 full time jobs per year during construction. The PTP Alliance, a consortium made up of the South Australian government, McConnell Dowell, Mott MacDonald and Arup, is delivering the project, which is jointly funded (50:50) by the Australian and South Australian governments. The girders have been constructed by South Australian company Bowhill Engineering. Bowhill also constructed the girders for the Regency Road overpass for the North-South Corridor, Regency Road to Pym Street Project. An average of 21,300 vehicles pass through this level crossing each day with the boom gates at Torrens Road previously down for about 22 per cent of the time during the combined AM and PM peak periods.

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