Rail Express March 2023

Fabulous fifty for the

Swift recovery task for Blue Mountains line

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Welcome to the March issue of Rail Express

Australia’s freight revolution continues to unfold at a frantic pace, as more and more intermodal logistic facilities progress to completion.

Just over a year ago, Pacific National reached an agreement with Wagner Corporation to develop a major rail freight terminal at Wellcamp Business Park in Toowoomba, Queensland. The operator also unveiled plans for a new intermodal container terminal in Little River to connect Melbourne’s major freight zone in the west to Inland Rail.

In November last year, Aurizon’s confidence in the continued growth of import/export trade through the Port of Townsville led the company to invest a further $5 million to develop the Port’s first multi-modal rail terminal, involving a direct corridor with almost two kilometres of track across three rail lines.

More recently, the new Riverina Intermodal Freight and Logistics hub in Wagga Wagga, NSW, officially opened, strengthening the state’s supply chain network and increasing freight efficiency, while construction is set to begin on the Somerton Intermodal Terminal, which will be a key node in Vioctoria’s Port Rail Shuttle Network.

These are just some of the examples of new sites, adding to more than 100 already established across the country.

And the jewel in the crown is the biggest intermodal centre in the country, covering an area the size of the Sydney CBD, for which development is well advanced.

When fully completed over the next few years, the Moorebank facility in NSW will streamline container transfer from road to rail and vice-versa, moving 1.5 million shipping containers annually by rail instead of road, taking 2700 heavy truck movements off Sydney’s roads each day, and reducing greenhouse gas emissions by 110,000 tonnes every year.

The Moorebank project is wholly-owned by the Federal Government, which has recognised the need for such facilities by establishing the National Intermodal Corporation Ltd to assist with the delivery of inter-modal terminals in Sydney, Melbourne and Brisbane to support Inland Rail.

Through the establishment of this

entity, Australia’s east-coast interstate rail network will for the first time have a network of interconnected modern, efficient terminals, managed by an independent company, leveraging industry experience, and genuinely promoting open access to encourage new entrants, helping to support Australia’s exporters and ensure they remain internationally competitive.

This issue of Rail Express focuses on some of the many intermodal projects in Australia, their significance in the rail industry, and the operators and suppliers which help support their roles as indispensable transport pivots.

And of course, when we talk about intermodal systems, it’s not just freight. They also involve the transfer of people from one mode of transport to another, and the best way for them to take a journey.

There’s now a huge focus on providing mobility-as-a-service (MaaS) platforms as a total solution to help passengers move from one location to another as efficiently and comfortably as possible.

The adoption of intelligent and seamless transportation is becoming an integral part of the design and creation of cities, and mobility specialist Siemens provides valuable insights into how it is perfecting the process.

As well, you can read about New Zealand’s ambitious City Rail Link, the largest transport infrastructure project ever to be undertaken in the country.

It will be Auckland’s first underground rail line, expected to at least double rail capacity across Auckland’s rail network, and is set for completion next year.

And there’s an interesting account of how repairs to December’s derailment along the Blue Mountains line in NSW was managed so that the tracks could be opened up just a month later.

More than 70 pieces of specialised machinery were used during each repair shift, most of which was supplied by Rail Maintenance Services, a coup for the Melbourne-based company.

To round off the edition, there ‘s our regular focus on workforce profiles, contributions from our industry partners, and the latest contracts and tenders.

ray.chan@primecreative.com.au

LEADING THE WAY TO GREENER AND SMARTER MOBILITY IN AUSTRALIA

Airport project a turnkey first for Siemens

Siemens Mobility has released further details about the contract it has been awarded to supply 12 three-car driverless trains for the Sydney Metro Western Sydney Airport project, the new metro railway line that will service between St Marys, the new Western Sydney International Airport and the Western Sydney Aerotropolis.

The company is the system integrator and reliable partner for on time delivery of the city-shaping initiative, which includes a purpose-built depot, the digital rail infrastructure including signalling, electrification, telecoms and platform screen doors as well as system integration, testing and commissioning. It will also complete a 15-year maintenance contract.

Siemens Mobility is delivering the turnkey project as a member of the Parklife Metro consortium with its partners Webuild, RATP Dev, Siemens Financial Services and Plenary Group, all with strong international experience in delivering infrastructure projects. The Siemens Mobility portion of the contract is 900 million Euro.

Siemens Mobility cief executive officer Michael Peter said the project would give the people of Sydney sustainable transport with new rail services, offering quick, reliable and CO2-free journeys.

“We will provide the full suite of our latest digital technology, platforms and portfolio solutions,” he said.

The project highlights a significant milestone for Siemens Mobility in Australia,

Carbon-neutral

The Sydney Metro-Western Sydney Airport link is the first rail infrastructure project in Australian history to commit to being certified carbon-neutral from the start of construction, all the way through to operations.

All carbon emissions generated during construction and operations will be reduced and offset.

This includes carbon emissions from manufacturing materials like concrete and steel used to build tunnels and viaducts, the fuel used by excavators for earthworks, electricity in the site sheds and even the emissions generated by waste breaking down in landfill.

being the first turnkey project and first Public Private Partnership.

The new airport is forecast to have 10 million passengers by the early 2030s and will be Sydney’s first 24/7 airport. The city-shaping rail link will support access to the new Western Sydney Aerotropolis that will create about 200,000 new jobs, providing a major economic stimulus for the Western Sydney, New South Wales and national economies.

Siemens Mobility will implement Railigent X – the mobility application suite for digital services – to help gain valuable data insights

in operation to enable greater reliability and availability for the assets.

Railigent X will provide an optimised maintenance regime as a result of FRACAS (failure reporting, analysis, and corrective action system) and RCM (Reliability Centred Maintenance) analysis.

For more than150 years, Siemens has been helping to transform Australia. In 1893, Siemens completed construction of the Hobart Tramway in Tasmania, the first electric tramway to be established with any success in the Southern Hemisphere.

from start to finish

The carbon-neutral project will also use solar panels onsite and renewable energy as part of the operational electricity offset commitment.

To ensure full transparency and a robust third-party verification of net zero carbon, Sydney Metro-Western Sydney Airport will seek recognition under the Australian Government’s Climate Active Carbon Neutral Service certification program, once the project is complete.

The 23-kilometre driverless metro will service western Sydney and the new airport, delivering a vital boost to the Australian and NSW economies, with the new metro

line expected to support about 14,000 jobs, including 250 apprentices.

The Australian and NSW governments are jointly delivering the metro railway and six stations between St Marys and the Western Sydney Aerotropolis and have a shared objective of having the project operational when Western Sydney International airport opens for passenger services.

All Sydney Metro projects have committed to offsetting 100 percent of carbon emissions associated with electricity consumption during operations, thereby managing about 70 percent of carbon emissions generated over the project life cycle.

An artist’s rendition of St Marys station.

Broken Hill line no longer broken

It took almost four months, but the Parkes to Broken Hill line in New South Wales finally reopened in late January, after being closed in October last year due to damage from severe weather events.

The Australian Rail Track Corporation (ARTC)

had been working diligently to restore services that were significantly impacted by the recordbreaking flooding that hit central west NSW in late 2022.

The reopening of the line restored full capacity on the ARTC network between NSW,

South Australia, and Western Australia. On the section between Condobolin and Ivanhoe, 18 sites required substantial repair, with ballast and formation washed away.

Up to 60 workers utilising 45 items of major plant worked over 22,000 hours across the sites to repair damage.

Works conducted include track repair, restoring 10,500 tonnes of ballast, tamping, and restoring impacted level crossings and signals.

Upon reopening, temporary speed restrictions were in place at the repaired sites and will be gradually removed.

ARTC Group Executive Interstate Network Simon Ormsby said the line was a vital link in getting goods across the country.

“We would like to thank our customers for their patience during the network shutdown, we appreciate the challenges the shutdown caused with services diverted through Melbourne,” he said.

“We would also like to extend our thanks to our contractor partners for helping us get these essential works done in extremely challenging conditions.”

Testing times for New Intercity Fleet

Bus Union (RTBU) members overwhelmingly voted in favour of a new Enterprise Agreement.

Prior to the deal, the RTBU had raised concerns about the fleet, and also threatened industrial action if its demands were not met.

The New Intercity Fleet is tailor-made for the people of NSW, providing a new level of comfort and convenience for those travelling between Sydney and the Central Coast, Newcastle, the Blue Mountains and the South Coast.

Transport, Veterans and Western Sydney minister David Elliott said it marked a significant milestone for NSW commuters.

“The first new intercity train to be introduced to the fleet in more than 50 years will soon become a reality for thousands of commuters once the rigorous testing regime

and Springwood this week before testing routes between Eveleigh and Newcastle and Eveleigh and Hornsby in coming weeks.

“Stepping aboard one of these new Mariyung trains is like stepping from the 1970s into the present day; we are now closer to providing intercity customers with a new generation of service that is accessible, comfortable and reliable.”

NSW TrainLink chief operating officer Dale Merrick said Transport for NSW was working with the manufacturer and union constructively to undertake agreed alterations to the trains.

“We will undertake the agreed modifications as quickly as possible before the independent rail safety regulator assess the Mariyung fleet

for re-accreditation,” he said. “Safety of our customers and people is the top priority and we will continue to work with the RTBU, and Office of the National Rail Safety Regulator, to implement an operating model that will allow trains to enter into service in 2023.”

The Mariyung fleet offers commuters:

• improved safety through advanced technology - doors that automatically open if objects are trapped and trains that don’t move until doors are closed;

• more spacious, fully accessible carriages with two-by-two seating;

• greater options for those with prams, wheelchairs or bicycles.

Works included restoring 10,500 tonnes of ballast.

The service provides a new level of comfort and convenience.

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New rail grain record for CBH Group

Western Australia’s CBH Group has set two new logistical records, shipping over two million tonnes of grain and moving more than 1mt by rail in a monthly period.

In December 2022, CBH shipped a total of 2.18mt from its four ports in Geraldton, Kwinana, Albany and Esperance. This surpassed the previous record of 1.89mt set in January 2017 by 15 per cent.

On an individual port basis, the Kwinana Grain Terminal achieved a new all-time monthly record, exporting 914,264t in December, beating the previous record of 769,303t set in January 2019.

The Geraldton Grain Terminal also achieved a new all-time monthly record, exporting 483,530t in December, beating the previous record of 422,280t set in November 2022.

From a rail perspective, CBH moved over 1mt of grain in December, continuing the improved performance and extending rail’s record-breaking streak to a sixth consecutive month.

CBH chief operations Officer Mick Daw said it was an incredible achievement by CBH’s logistics and frontline operations teams, transporters and WA growers, particularly given the record harvest, ongoing impacts of COVID and the transition to freight operator Aurizon.

“To export the most in the co-operative’s history – after two record crops and elevated worldwide demand – is an outstanding effort and a testament to the network and supply

chain, and the hardworking team behind it,” he said.

“The first three months of the shipping year have all been monthly records and we are well positioned for 2023.

“This is further proof that our supply chain is not broken and in fact continues to improve as we introduce initiatives and measures to optimise our outloading, road, rail and shipping performance.

“In addition to the rolling, six consecutive months of breaking rail records, the whole 2022 calendar year was a record for rail

performance, delivering 9.85mt – the most tonnes in a 12-month period ever.

“Congratulations to our rail service provider Aurizon for the improved rail performance which has seen rail continue to break monthly records consecutively from July to December.

“This is a fantastic achievement and I’d like to thank the whole CBH team, especially our frontline and logistics employees, for their hard work and commitment to moving a record crop to our international customers and delivering value for WA growers.”

Progress Rail locos enhance freight fleet

The CBH Group has entered into an agreement with Progress Rail to acquire seven EMD locomotives, more than doubling the co-operative’s standard-gauge fleet.

CBH had opened a competitive Request For Proposal (RFP) process for the purchase of standard-gauge locomotives to expand and strengthen its current rail team, which consists of 25 locomotives and 572 wagons.

This is the first of three RFP processes, with new narrow-gauge locomotives and wagons contracts scheduled to be announced in the second quarter of 2023.

Progress Rail is a subsidiary of Caterpillar and is one of the largest providers of locomotives for the global rail industry. Under

the terms of the deal, the locomotives will be operational by November 2024.

CBH chief executive officer Ben Macnamara said it was a significant step in the plan to expand the co-operative’s rail fleet.

“We are pleased to partner with Progress Rail to acquire new standard gauge locomotives,” he said.

“It is the first significant rail fleet investment CBH has made since purchasing 25 locomotives and 572 wagons in 2012.

“Our rail fleet is a key asset for the cooperative and expanding our existing train sets is a strategic priority that is critical to lift our monthly export capacity to 3 million tonnes by 2033 or sooner.

“By investing in our supply chain network, and in particular our outloading capacity, we are ensuring we can deliver tonnes to customers when needed and therefore returning value to Western Australian growers.”

Progress Rail senior vice-president Colin Kerelchuk said the company was excited CBH had selected Progress Rail for the expansion of its locomotive fleet.

“We are committed to supporting the Australian rail industry through best-inclass products and services, and with more than 100 employees in Western Australia, we are ready to support the CBH team,” he said.

CBH carrier Aurizon moved more than 1mt of grain in December alone.

New Perth C-series train completes maiden run

Western Australia’s first new C-series train has taken its maiden test run on Perth’s passenger train network.

The train is the first to have been built and manufactured locally in the state in more than 30 years.

Testing took place on the Joondalup and Mandurah Lines between midnight and 4am, ensuring there was no disruption to regular train services.

Braking systems, load testing, passenger comfort and infrastructure integration were put to the test to ensure travel can occur safely, reliably, and smoothly when the train enters service late next year.

The train was relocated from the Bellevue Railcar Manufacturing Facility last year and

has been undergoing testing at the State Government’s Nowergup Depot in preparation for on-track testing.

A second new C-series train has already been moved to the Nowergup Depot and will also begin on-track testing imminently.

A third C-series train is currently undergoing static testing at the Bellevue facility and will be moved to the Nowergup Depot soon.

The first C-series train is expected to begin passenger operations in late-2023.

On board the trip was transport minister Rita Saffioti, who said it was a “really smooth ride”.

“We rode from the depot in Nowergup to Butler and then back to Clarkson,” she said.

“I can’t wait for the community to experience these new trains when they

reached a significant milestone, marking 30 years of service.

Perth’s second busiest rail line opened on December 20, 1992 and was originally known as the Northern Suburbs Rail Link.

When it began operations in 1992, it was the first new passenger rail line to enter services in the metropolitan area in 100 years.

Construction on the project started in 1989 – after the then Government announced the rail line was the preferred mass transport solution for the rapidly growing area north of Perth, with the existing bus network to feed into the new line.

It was a project that changed the look of

accommodate the rail reserve and seven new stations, and significant works were needed at Perth Station to link the new line to the city.

When the line opened, more than 700 passengers were on the first public train to leave Joondalup for Perth, becoming part of local transport history.

At the time, only the Joondalup, Edgewater and Leederville stations were completed. Construction continued on Glendalough, Stirling, Warwick, Whitfords and Currambine stations, which all opened in 1993.

More than 381 million boardings have been recorded on the Joondalup Line since it opened, and it is now the second busiest

The testing will ensure the new C-series railcars are ready to begin passenger services later this year.

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New COO for Metro Trains Melbourne

Aline Frantzen has been appointed as chief operating officer (COO) of Metro Trains Melbourne and will start in the role in April.

Holding various global executive roles over the past 10 years, Frantzen has accumulated a wealth of knowledge in operational and customer experience including timetabling and day-of service running, while also having a strong background in asset management,

long-term strategic network planning and integrating new projects (including rolling stock) into operation.

From 2000 until 2017, she worked at Yarra Trams and held a diverse range of positions including business improvement, franchise contract bidding, planning and various operations leadership roles.

In 2013, she became the first-ever female

director of lines, responsible for 1300 drivers and operations across the network. This role was expanded in 2016 to executive director for service delivery, managing a team of 2100 that also included network strategy and planning, rolling stock maintenance, marketing and customer experience.

In May 2017, Keolis moved Frantzen to the United Kingdom where she took on the role of managing director of the KeolisAmey Metrolink Contract, the light rail network in Manchester, leading a team that managed more than 100 kilometres of track, 120 trams, seven lines and carried over 43 million passengers per annum.

In October 2019, she moved to KeolisTransit America, as the chief executive officer of US Bus Operations, leading a portfolio of bus contracts with a total staff of 2500 employees and 1400 vehicles across the United States.

A passionate, committed and peoplefocussed engaging leader, Frantzen brings to the Metro Trains COO role global leadership experience in operational performance, continuous improvement, change management and stakeholder engagement.

Progress apace at Keilor East and Sunshine

The excavators are digging furiously in Melbourne’s Keilor East, signalling the start of a massive program of initial and early works for the new train station.

The first tranche of works includes the removal and relocation of six AusNet electricity transmission towers between the Western Ring Road (M80) and the existing Albion-Jacana freight corridor.

New towers will create space to build a rail bridge over the Western Ring Road, taking trains north to the airport every 10 minutes.

The relocation of the AusNet towers is taking place alongside a broader early works package that will move or protect up to 250 key utilities – including powerlines, gas mains, communications, and sewer and water supplies.

The Government is also investing $143 million to deliver the first stage of the Sunshine Precinct Masterplan.

The Station Place package will include station enhancements, a new bus interchange, shared vehicle and pedestrian pavements,

more open-space and the creation of future development sites, making it easier to deliver further stages of the masterplan in years to come as the community continues to grow.

A construction consortium of FCC Construction Australia and Winslow Infrastructure has been selected as the preferred contractor to deliver key parts of the project, including the approximately 550 metre twin track rail bridge over the Maribyrnong River Valley.

The bridge will stand more than 50m above the valley at its highest point, making it the second highest bridge in Victoria after the West Gate Bridge.

A second construction consortium of John Holland, CPB, KBR and AECOM has been selected as the preferred contractor to deliver the Sunshine Systems Alliance works package.

These works will transform Sunshine Station, rebuild Albion Station, and build twin tracks between Sunshine and the AlbionJacana corridor, including the rail flyover. They

will also deliver signalling systems along the entire Melbourne Airport Rail corridor.

The remaining works packages are at various phases of procurement. The Corridor Package, which will include the construction of the new station in Keilor East and the duplication of twin tracks near the M80 Western Ring Road, has recently concluded the Expression of Interest (EOI) phase, with consortiums to be short listed in 2023.

Frantzen brings to Metro Trains global leadership experience in operational performance.

The works will move or protect up to 250 key utilities.

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Melbourne city urban forest set to sprawl

Tram stops across Melbourne will be transformed into lush eco-installations and community gardens will pop up in unlikely places through $500,000 in funding to create a greener, more sustainable city.

Five projects are part of the latest round of the City of Melbourne Urban Forest Fund Grant Program, supporting organisations and community groups to deliver greening projects that will beautify and benefit the city.

Together with partners, the projects are worth more than $3.8 million and will create 1000 square meters of new green cover throughout the municipality.

In an exciting project for Melbourne’s commuters, an innovative pilot project delivered by Yarra Trams owner Keolis Downer will see green roofs installed at four popular city tram stop shelters.

Mini-rooftop ecosystems will reduce the impact of heat on the shelters and reduce rainwater runoff. They’ll also create healthier and safer environments by reducing graffiti and air pollution, improving the experience of 1.3 million tram commuters each year.

The installed plants will include local grasses and wildflowers found within Volcanic Plain Grasslands. The drought-tolerant plant palette will withstand the challenging growing conditions of tram stop rooftops, and the hash, dry summers that Melbourne can offer.

The plants will be grown and installed by

Port Melbourne-based eco developer, Plant Based Building Solutions.

The initial trial of four tram stops is being jointly funded by the City of Melbourne, Department of Transport and Yarra Trams, with the tram stop rooftop planters expected to be installed by mid-2023.

Two of the central CBD stops for the trial will include Stop 3 on Routes 11, 12, 48 and 109 (Collins and William Streets) and Stop 5 for Route 58 (William and Bourke Streets).

Another project will see a historic fire station in North Melbourne become a green oasis through the development of a community garden, improving biodiversity and canopy cover.

The grants will also help create a new native communal garden for an apartment block in Agnes Street, Jolimont, and an eyecatching green wall for the Hero Apartment Building on Little Collins Street.

The final project to receive funding as part of the fourth round of the Urban Forest Fund will take greening in the city to new heights and will be revealed in early 2023.

Since 2017, the Fund has invested more than $1.7 million across 19 projects valued at more than $10 million.

The Urban Forest Fund is designed to accelerate greening and enhance the urban forest across the city. It is supported by tree removal fees.

Freight capacity boost from Murray Basin upgrade

Trains can now carry more freight through a key section of Victoria’s freight network, thanks to track upgrades completed as part of the Murray Basin Rail Project.

Freight capacity on the Ararat to Maryborough Line has increased to 21-tonne axle loading following the installation of new rail and extra ballast along the 88-kilometre section of track.

Work began on the upgrade in late April and was completed during a recent 39-day closure of the line, with 166km of rail and 75,000 tonnes of ballast installed to allow freight trains to operate with heavier loads.

In a sustainability boost for the project, the rail was delivered by 11 separate freight train trips from South Australia, replacing the

equivalent of 356 truck trips for the more than 800km journey each way.

Scrap rail from the track upgrades has been donated to the Daylesford Spa Country Railway, where it will be used to replace sections of current line and also assist with a planned future extension for the tourist railway.

Design work and planning approvals are continuing for the next stage of upgrades to the Murray Basin freight network, including extending a passing loop at Emu, building new passing loops at Tourello and Elmhurst, a mobile refuelling station at Ouyen and signalling upgrades at the Ouyen and Maryborough yards.

The Murray Basin Rail Project will increase

the number of weekly train paths on the Murray Basin network from 28 to 49 and is supporting 1000 direct and indirect jobs during delivery.

Federal Infrastructure, Transport, Regional Development and Local Government minister Catherine King said the vital works would help Victorian primary producers move their goods to the rest of the country and the rest of the world as easily and efficiently as possible.

Victorian Transport and Infrastructure minister Jacinta Allan said the Government was continuing to make progress on these important freight upgrades for Victoria, with industry to benefit from more capacity and a boost to network reliability and resilience.

Mini-rooftop ecosystems will reduce the impact of heat on the shelters and reduce rainwater runoff.

Anzac Station open after track realignment

St Kilda Road has reopened to traffic, and the new Anzac Station tram stop is in operation for passengers, after a three-week blitz to realign tram tracks around the future Melbourne Metro Tunnel station entrance.

The tram stop replaces the old Domain Interchange and is the first piece of public infrastructure delivered by the Metro Tunnel Project. Its extra-long platforms will accommodate up to four trams at any one time to cater for large crowds for events such as Anzac Day and the Grand Prix.

But while tram services have resumed, construction is continuing on the train station below ground.

Some areas of the tram stop will remain closed to the public for safety.

Pedestrians can access the tram stop from either side of St Kilda Road, with crossings on the west side at Albert Road and on the east side near Melbourne Grammar School.

Works to build the new protected kerbside

bike lanes on the street are continuing until late 2023.

While these works are underway, some sections of the outer traffic lanes will be closed between Toorak Road and St Kilda Junction.

When Anzac Station opens to passengers a year ahead of schedule in 2025, it will become Melbourne’s first direct train/tram interchange,

linked by escalators, stairs and lifts from the tram stop to the station platforms underground.

Passengers will be able to change directly between the tram services and Metro Tunnel, Cranbourne, Pakenham and Sunbury line services – and in the future, Melbourne Airport Rail services.

Leading sustainability rating for Dandenong project

The project to remove the Dandenong South level crossing along Victoria’s South Gippsland Highway has achieved a top sustainability rating.

The removal was completed months ahead of schedule in August 2021, by building a road bridge over the rail line.

The Infrastructure Sustainability Council

ISC Ratings are calculated by assessing sustainability elements, covering everything from environmental management, stakeholder participation, climate change resilience, community health and wellbeing.

The ratings are scored out of 100, with 10 bonus points available for innovation.

Program director Travis Edmonds said the

the commitment of the Alliance in the area of sustainability.

Some of the sustainability highlights on the South Gippsland Highway project include:

• reduced energy use by adopting an offline construction method

• rainwater tanks to harvest water and use it for construction activities, such as dust suppression

• a six-stream waste system and 75 per cent re-use of spoil

• digitalised data capture and development of a platform to support sustainability reporting.

Additionally, 8000 square metres of green space was constructed at the site of the former intersection of South Gippsland Highway and Princes Highway, following the completion of the new road bridge.

Extensive landscaping has turned the area into a vibrant, green space for the community, including new seating and lighting within the space.

The result has been a big improvement for the southeast suburbs, with traffic flowing freely over the road bridge and new footpaths connecting the south side of Princes Highway to the Dandenong South Trail.

The tram stop replaces the old Domain Interchange.

Extensive landscaping has turned the area into a vibrant, green space for the community.

Mayne Yard stabling depot built for comfort

The first trains recently tested a crucial expansion of the Mayne Yard train depot in Brisbane, which will significantly improve stabling capacity ahead of Cross River Rail’s opening.

Transport and Main Roads Minister Mark Bailey said Queensland Rail was testing the new facility delivered through the Cross River Rail project ahead of its use.

“This is a really significant milestone for Queensland’s rail revolution,” he said.

“It is the first step in preparation for the pipeline of rail investment we’ll see over coming years.

“The new stabling facility will allow up to 17 six-car trains to be stabled on site, boosting stabling capacity at the inner-city depot.

“While it forms part of the wider enabling works underway at Mayne Yard and Clapham Yard in preparation for Cross River Rail, it will also support a raft of future investments, including the Beerburrum to Nambour and Kuraby to Beenleigh upgrades.

“This stabling yard will eventually house some of the 65 new trains being built in Maryborough in time for the 2032 Olympic and Paralympic Games.”

Bailey said as well as the new train stabling facilities, the completed

expansion included a train crew building and a graffiti removal facility.

“We’re not just building Cross River Rail, we’re building a new network,” he said.

“The new facility will help ensure our rail network has the capacity to stable, clean and maintain the trains that our growing region will need into the future. You would be hard-pressed to find a more modern stabling yard anywhere in the country – the crew building is purposebuilt with comfort in mind and the different

Bailey said while almost 600 workers were involved in constructing the facility, focus would now shift to further enabling works on the wider depot, including reconfiguration of Mayne Yard East to support Cross River Rail construction works.

Queensland Rail chief executive officer Kat Stapleton said the new facility was essential to accommodate the growth of the rail network in South East Queensland.

“The new stabling yard will play a vital role in our operations in the future as we plan to run more trains, more often,” she said.

“It’s one of the first steps towards growing our network for the benefit of all Queenslanders.

“The room for an additional 17 six-car trains increases stabling capacity to 66 six-car trains in time for completion of the Cross River Rail project.”

Mayne Yard North is expected to become fully operational in early 2023. More than 4.4km of track was laid at the site, consisting of 28,000 tonnes of ballast, 5787 concrete sleepers, and 8854m (490t) of rail.

Following Mayne Yard North’s commissioning, enabling works will now take place at the existing Mayne Yard depot, which are expected to be completed in 2024.

Second installation for active signage system

A Carnarvon Highway level crossing at Thallon will be upgraded to an innovative solarpowered flashing light safety system following feedback provided by the local community.

Queensland Rail regional head Jim Benstead said the Queensland Government listened to the community and as a result the current infrastructure will be upgraded to include new flashing lights and an active signage system.

“I’m pleased to say Queensland Rail has awarded a contract to Australian company Rail Safety Systems to install the new system with works to be completed by mid-next year,” he said.

“The lighting upgrade to be installed is a wireless Rail Level Crossing Active Safety System (RAXS) which is powered by solar and is the second of its kind in Australia, with

the only other one operating at Oakey in the Toowoomba region.”

Benstead said there was strong community support for a permanent active level crossing following a three-month trial last year.

“T’d like to thank members of the Thallon community who shared their views in the recent Queensland Rail consultation process concerning the level crossing on the Carnarvon Highway,” he said.

“Feedback was collected, and the view was unanimous, that flashing lights to warn of approaching trains is the community’s preferred safety measure.

“The crossing is currently equipped with stop signs, and while this meets the required safety standards, it’s important that the community feels safe.”

Benstead said the new system will be able

to display clear warning signs to motorists at all times, however road users also need to do their part to be safe at level crossings.

“For everyone’s safety, it’s important to pay attention to your surroundings at level crossings, follow the road rules and heed the signs in place, because trains are heavy, fast, they can’t stop quickly and they can’t swerve to avoid a collision,” he said.

“The effectiveness of flashing lights still depends on the motorist’s behaviour, so people will need to stay aware of their surroundings, avoid distractions and only enter the crossing if the lights aren’t flashing.

“Queensland Rail is committed to investing in level crossing safety, including through safety campaigns, education programs and upgrades, and thanks the community for doing their part too.”

Queensland Rail CEO Kat Stapleton (left), Mark Bailey, and CRR Program Director Jeremy Kruger at the yard.

Rejuvenated regional rail trains ready

The first of five Queensland Rail regional locomotives to be upgraded as part of a $21 million investment by the State Government has been tested on tracks to be ready for service.

Transport and Main Roads minister Mark Bailey said the locomotive, which had hauled many regional trains including the Spirit of the Outback and Westlander, had been upgraded from the inside out, featuring a brand-new energy efficient engine and modern components.

“It’s great to see the return of the first Queensland Rail regional locomotive overhauled by Ipswich-based Caterpillar company, Progress Rail,” he said. “For more than 40 years, these locomotives have connected communities to and from the west, and thanks to these works they will continue to do so safely and reliably for up to 20 more years.

“Not only are these works delivering important safety and environmental improvements, they’re also supporting up to 48 jobs at Progress Rail’s Redbank workshop, providing a welcome boost to the local economy.”

Member for Bundamba Lance McCallum said the overhaul was part of the Government’s continued commitment to bring train maintenance and building back to Queensland.

“Our $1 billion guaranteed pipeline of train building work is supporting local jobs across the state, including right here in Redbank,” he said.

“Our local community has been a driving force in the state’s rail industry since the 1950s, and today we’re supporting some of our most iconic tourism trains with state-of-the-art upgrades. It’s all about Queensland trains, built by Queenslanders, for Queenslanders.”

Queensland Rail Executive General Manager of Regional Operations Louise Collins said the overhauled locomotive commenced its testing period on the network in December, travelling between Redbank and Helidon.

“Locomotive 2901 has successfully been repowered and modernised with enhanced safety features, improved reliability and upgrades to driver amenities,” she said.

“The new engine configuration will reduce fuel requirements by between 10 and 20 per cent, and exhaust emissions and oil consumption will also decrease.

“The upgrade of this train has proved to be a great win for our onboard crew, customers and the environment, and we’re looking forward to seeing the remaining four locomotives follow suit and progress into their testing phases.”

Magic 100 milestone for Locomotive 45

One of Queensland’s most historic steam engines – Locomotive 45 – has celebrated a centenary at historic Gympie Station, with a large crowd of locals and enthusiasts present to view the grand old iron horse blow off steam to mark its anniversary.

To commemorate the milestone, the team from the Mary Valley Rattler Heritage Railway - which now uses the train as a display - made a commemorative birthday cake, and presented a framed photograph of Locomotive 45 to Gympie & District Historical Society’s John Stark, in honour of his work to rescue the engine from the potential scrap heap and lead the restoration campaign.

Locomotive No. 45 first started service in January 1923 for Queensland Government Railways and was in operation until 1967. Transferred in 1972 to Andrew Fisher Park in Gympie, the engine was faced with being turned into waste until concerned locals – led by Stark –came to the rescue.

Their intervention saw the locomotive transferred to the nearby Gympie & District Historical Society Museum in January 1984, where it was gradually restored to operation by a team of local volunteers. The labour of love was rewarded, when on October 10, 1992, No.45 was officially recommissioned and became available for steaming over a short length of track at the museum.

On September 17, 1996, No.45 was transferred to the newly-formed Mary Valley Heritage Railway depot and running shed in the former Queensland Railways loco shed at Gympie. It subsequently hauled the first ‘Valley Rattler’ train on May 23, 1998, becoming the flagship locomotive of the Mary Valley railway fleet.

Since the locomotive’s retirement in 2003, No. 45 was stored in the Gympie yard, and shifted to its current location in 2022 to be restored as a static display at the Historic Gympie Station.

Barry said that the public celebration was fitting given the vast amount of work undertaken by volunteers and the Rattler team to preserve such an important part of Queensland’s heritage.

“The railways opened up Gympie and Mary Valley to the rest of the state and beyond, and to preserve such heritage is one of the fundamental goals of the Mary Valley Rattler operation,” she said.

“While Locomotive No. 45 no longer operates,

The overhauled regional train (left) alongside its cousin, The Spirit of Mary Valley.

Inland Rail showcases sustainability outcomes

Inland Rail has published its fourth Annual Sustainability Report, showcasing the positive social, environmental, and economic outcomes that it and project delivery partners have achieved in FY22, and articulating actions to promote a sustainable future.

The objectives and targets in the Inland Rail Sustainability Strategy provide the framework for reporting on annual progress and are reviewed annually in response to evolving considerations like changing community expectations and new industry benchmarks.

The strategy includes seven objectives and associated targets, leadership and awareness, governance, community and economy, environment and heritage, resource use, sustainable procurement, and future operations, all representing Inland Rail’s holistic approach to sustainability.

Inland Rail interim chief executive Rebecca Pickering said that in line with its goals, Inland Rail was well on the way to achieving a Program-wide ‘Excellent’ Infrastructure Sustainability (IS) rating, a rating already achieved by the Parkes to Narromine project (As Built), and the Narrabri to North Star Phase 1 project (Design).

“These IS ratings provide respected thirdparty assurance that our sustainability claims are genuine and that we’re delivering sustainable rail infrastructure which has very real and positive benefits for the communities in which we work,” she said.

“Our commitment to delivering the best possible environment outcomes was in evidence with the work our teams did to reduce the Construction Impact Zone on Narrabri to North Star Phase 1 by almost 50 per cent from initial

estimates, from 2426 hectares to 1230 hectares. The Inland Rail team is delighted to present its fourth Annual Sustainability Report which showcases our commitment to working in partnership with our stakeholders, private sector suppliers, and communities to deliver longterm value, while keeping sustainability at the forefront of everything we do.

“From the outset, we’ve aspired to surpass legislative requirements by forging a reputation as an industry leader in sustainability.

“We know that sustainability is about much more than the environment and resource use which is why revitalising local economies through sustainable jobs and investment in new industries remains a key priority for the Inland Rail team and our contractors.

“While Inland Rail’s Leadership Team is responsible for leading our culture of sustainability, we know that success is dependent on the ongoing empowerment of the entire workforce to create and foster that culture of sustainability awareness and action within their own teams.”

The report was launched in the wake of the latest round of funding from the ARTC Inland Rail Community Sponsorships and Donations Program, which has taken overall support for local communities and associations along the Inland Rail alignment to over $1 million since the program launched in 2019.

Nineteen community groups and associations including sporting clubs, history groups, community radio, music events and railway societies received a combined $68,000 in the 15th and latest round of allocations.

Since launching, the

Sponsorships and Donations Program has now supported more than 300 local community projects and events like local festivals and celebrations, school STEM initiatives, upgrades to sporting facilities, and support for health and wellbeing groups.

Initiatives can include:

• sponsoring local festivals and celebrations

• upgrading sporting facilities

• purchasing new laptops for students

• supporting health and wellbeing groups

• mentoring programs

• hosting guest speakers

Inland Rail Director of Health, Safety and Environment, Stephen Jones, said the organisation was proud to give back to the communities that are home to Inland Rail.

“The work these organisations do is instrumental to the wellbeing of regional communities,” he said.

“The Community Sponsorships and Donations program is just one example of how we ensure that communities benefit from this nation-building project and that we leave a positive legacy in the regions along the Inland Rail alignment.

“We offer funding between $1000–$4000 for groups and organisations that operate along the route and contribute to local and regional prosperity, well-being, and sustainability. These funds will directly benefit the community through supporting vital local initiatives. I encourage other non-profit groups to lodge their applications for the next round of funding.”

For terms and conditions and to access an application form, people can email enquiries to IRCommunitySponsorships@ARTC.com.au

The strategy represents Inland Rail’s holistic approach to sustainability along its routes.

Driver fined $30,000 for safety breach

The Office of the National Rail Safety Regulator (ONRSR) has welcomed the issue of a $30,000 fine to a train driver who it said put lives at risk after inexplicably “losing” four carriages, and failing to take immediate action to secure and recover them.

The offences arose from an incident in October 2020 when a train travelling between Broken Hill and Parkes experienced a loss of air pressure, indicating a likely uncoupling of wagons near Kaleentha in western NSW.

Acting ONRSR chief executive and national rail safety regulator Peter Doggett said with the train being more than 1100 metres long, the driver initially only inspected a little over half its length before returning to the lead locomotive hoping to rectify the problem by resetting the

of the last wagon was not correlated with the train consist documentation,” he said.

“The train then continued for another 80 kilometres with the driver apparently unaware the last four wagons of the consist had become separated and been left behind unprotected on the main line.”

The senior driver was convicted of two offences for failing to comply with his duty under S56 of the Rail Safety National Law, which outlines the duties of rail safety workers, key among them being the need to, when carrying out rail safety work:

• take reasonable care that his or her acts or omissions do not adversely affect the safety of other persons

• comply, so far as the worker is reasonably able,

the four trains were “carelessly allowed to drift to a standstill and in effect abandoned; if they had been slammed into, it could have killed the driver and driver assist of the next train or others”.

Even having considered the offender’s previously clean record, Magistrate Bartley imposed the $30,000 fine, adding it was important other rail safety workers take notice of the decision and are aware of their safety duties under the national legislation.

“General deterrence must be given great weight because this is a regulatory offence – it is a safety offence, the public are entitled to protection, as are other rail workers,” he said.

Doggett said the seriousness of this incident had led to the regulator’s decision to pursue it.

“ONRSR’s actions and the result serves as a timely warning to all rail safety workers that they have important legal responsibilities and is a reminder to rail operators that they should make sure their workers, including contractors, are aware of those legal obligations,” he said.

Intermodal Systems

Transforming the logistics industry

The new terminal is the first of four modern and interconnected hubs that will help enhance the nation’s supply chain as well as improve freight efficiencies between Sydney, Melbourne and Brisbane.

The project is being delivered under an industry-first joint development between the Australian Government-owned National Intermodal Corporation, infrastructure company Qube Holdings and the LOGOS consortium.

It reflects the Government belief that it is critical to have the necessary rail and terminal infrastructure in place to support the movement of goods around Australia and overseas in the most efficient and costeffective ways.

The terminal at Moorebank Logistics Park (MLP), located in south-west Sydney, will service new modern 1800-metre trains that have the potential to remove 100 B Double trucks for each train trip.

Once completed, it will include modern warehousing and freight management facilities along with a dedicated freight rail link to Port Botany as well as direct access to major highway networks.

MLP, Australia’s largest intermodal freight facility, was acquired by the LOGOS Consortium (following Commonwealth consent) in December 2021 for $1.67 billion, enabling it to develop the site inclusive of all rights and obligations for land and warehouse development.

The LOGOS Consortium is comprised of world-class investors and asset managersAustralianSuper, AXA IM Alts, Ivanhoé Cambridge and TCorp (NSW Treasury Corporation).

Qube is responsible for the rail assets and operation of the MLP’s IMEX Terminal and construction of the Interstate Terminal, which will operate under a Joint Venture Entity between Qube, LOGOS and National Intermodal.

The Commonwealth Government provided land and capital in support of MLP and holds interests in both the land and rail services being developed on site.

National Intermodal is the wholly-owned Federal Government entity responsible for ensuring the Government’s investment into state-of-the-art, open access intermodal precincts along the east coast delivers lower cost, more efficient and sustainable supply chain solutions for all Australian businesses and consumers.

National Intermodal chief executive James Baulderstone said unique amongst all intermodals in Australia, MLP does and will provide an open-access regime to its port shuttle and interstate rail services, ensuring competitive, affordable access to rail over road freight options.

“Once fully constructed, the site is expected to be the world’s first intermodal able to take freight containers from the port shuttle to warehouse door via a fully automated system,” he said.

DEVELOPMENT IN 2022

The estimated end value of MLP is $4.2 billion, which LOGOS expects to be realised by 2030.

The 243 hectare site is currently being developed to around 850,000 square metres of industrial property, alongside the IMEX Terminal and Interstate Rail Terminal (currently

under construction) and a large portion of land set aside for biodiversity conservation.

The scale and scope of MLP necessitates the approach of a progressive development, with further opportunities to unlock value at the site being realised with each stage of development and tenant implementation.

In the last year, there have been several significant milestones in the development of MLP, particularly with respect to its sustainable infrastructure.

LOGOS Head of Australia and New Zealand, Darren Searle, said the most significant infrastructure development at MLP over the last year was the agreement with renewables fund Solar Bay to install Australia’s largest rooftop solar and micro-grid at MLP, which will ultimately save 67.2 kilotonnes of CO2 emissions per year through 100 per cent renewable energy.

“Once fully operational, the solar micro-grid will be capable of supplying the full energy requirement of the precinct during daylight hours, and source electricity from an off-site wind farm to supply renewable electricity outside peak solar generation periods,” he said.

“The implementation of this green infrastructure at MLP will accelerate our achievement of green scale and enable our operations to achieve net-zero emissions.

“The impacts of the infrastructure that we will develop with Solar Bay at MLP will extend far beyond the site itself and play a key role in the state, regional and local economies given the size, scale and influence of our market-leading site. It also offers substantial opportunity to the tenants of MLP, where they

The new Interstate Intermodal Terminal being built at Moorebank Logistics Park in New South Wales exemplifies the importance of such facilities to help support Australia’s freight revolution.

Solar panels being installed at MLP.

seek to run their own business operations on a carbon-neutral mandate.”

In future, the 800,000 square metres of precinct roof space has the capacity to grow to 130MW of rooftop solar.

These future stages of the microgrid will utilise additional solar generation for electric truck fast charging, thermal storage, hydrogen generation and supply, and related low emission infrastructure.

LOGOS will also install EV infrastructure for cars and trucks and by 2030, 100 per cent of the MLP fleet operated by LOGOS will be electric or hydrogen-based.

Other significant development milestones in 2022 include the commencement by Qube of construction on the Interstate Rail Terminal, LOGOS commencing construction on two warehouses totalling 112,000sqm in Moorebank Precinct East in September with works expected to be completed by mid-2023, and continued work on road infrastructure that will improve the flow of traffic and freight movement around the precinct.

“In August of 2022, we were pleased to announce our partnership with global logistics provider, Mainfreight, to harness leading supply chain infrastructure at MLP,” Searle said.

“This commitment includes the development and leasing of a 55,800 square metre crossdock warehouse facility for an initial 15-year term and will comprise high quality and efficient warehouse and office space with integrated state-of-the-art technology.

“We are in advanced discussions with a number of exciting tenant partners and have a further two warehouses on MPW North about to commence construction to be delivered in 2023. We look forward to announcing more major tenants soon.”

The transition from Moorebank Intermodal Company to National Intermodal occurred in February last year, to facilitate the development and operation of a national network of worldclass, open access intermodal precincts along the east coast.

Holding interests in both the land and

rail services being at the precinct, National Intermodal is responsible for delivering the Moorebank Avenue Realignment, a new four lane public road wrapping around the precinct.

The entity also holds responsibility for conservation management of approximately 100 hectares of biobanking land acting as a natural buffer between the precinct and neighbouring residential communities.

“The MLP plays a crucial role in helping to meet the freight task of the future,” Baulderstone said.

“Our work here at Moorebank, and beyond, is to ensure that the connecting infrastructure allows the right freight, to move by the right mode, over the right distance.

“In turn, Australian businesses and consumers will benefit from a more secure and affordable supply chain that supports our growing population.

“Planning and delivering intermodal precincts such as the MLP, which co-locate as many freight modes together as possible, is key to decongesting our roads, driving supply chain resilience, increasing productivity and improving environmental outcomes such as lowered carbon emissions”.

Searle said LOGOS continued to work closely with National Intermodal and remained focused on strengthening its position as the government’s trusted development partner for MLP, particularly where co-operation and coinvestment is essential to deliver resilience in the supply chain.

SUSTAINABILITY FOCUS

The sheer size and scope of the MLP development brings an opportunity to achieve a new benchmark in sustainable outcomes in Australian industrial developments.

“Sustainability is at the fore of all our planning for the site, and we are committed to delivering a better environment through a range of project specific sustainability initiatives,” Searle said.

“For MLP we have the unique opportunity to significantly reduce freight vehicle movements

across Sydney and the broader interstate road network, reducing greenhouse gas emissions by up to 110,000 tonnes of CO2 per year – the equivalent of taking more than 25,000 cars off the roads every year.

“We are proud to have sustainable practices and outcomes at the centre of our investment at MLP. These include conservation of the site’s biodiversity to improve the condition of the green buffers surrounding the developable area.

“Additionally, all new developments in the estate will be aligning with industry leading sustainable standards such as Green Star and ISCA demonstrating our commitment towards both environment and the community.”

About 100 hectares of the MLP site will be dedicated to biodiversity providing a natural buffer to the surrounding residential areas. These green buffers, together with biodiversity offsets and elements of site design and layout, will reduce heat emissions from the site by approximately 40C.

INTERSTATE INTERMODAL TERMINAL

In April 2022, Qube commenced construction on the state-of-the-art Interstate Rail Terminal with delivery partner Martinus.

The Interstate Rail Terminal will be operational in early 2024 with an expected capacity of up to 500,000 TEU per year.

The import-export (IMEX) Rail Terminal currently runs up to three trains per day to and from Port Botany.

NSW Ports has already set a target of three million TEU per year to be transported by rail by 2045, around 40 per cent of forecast container volumes.

MLP will help achieve this target by providing capacity for 1.05 million exportimport containers per year to be moved by rail from Port Botany.

The IMEX terminal operates on an open access regime, providing non-discriminatory access to rail and road operators who wish to use the terminal, as will the Interstate Rail Terminal when it commences operations.

The two Woolworths distribution centres and the Interstate Rail Terminal under construction at the site.

Martinus making good ground at Moorebank

Construction of the $140 million-dollar Moorebank Interstate Intermodal Terminal and Rail Access Project in Sydney’s southwest is progressing well, with contractor Martinus Rail completing around 75 percent of the in-ground service and drainage works. Heavy terminal pavement will begin next.

Australian-owned Martinus started work on the site in July 2022 and is on track to complete the project by the end of 2023.

Martinus project manager Mitch Corrigan said when finished, the project will transform the way containerised freight moves through Sydney and along the east coast.

“Our project team on site isn’t wasting a minute getting the job done at Moorebank. This is a critical project to ensure we keep freight moving efficiently and we’re proud to be helping deliver it,” he said.

When fully operational, the Moorebank Logistics Park will be able to move more than one million shipping containers a year between Port Botany and Moorebank by rail instead of road, taking about 3000 heavy truck movements off Sydney’s road network every day.

An aerial shot of the future carpark and administration building area at Moorebank, with a spider web of services underground and pit locations visible.

Delivery has begun for the 27 turnouts to be installed in the coming months.

Track material laydown on-site, including stockpiled sleepers and long welded rail strings.

National intermodal strategy needed

Total domestic freight volumes are projected to grow by approximately 26 per cent between 2020 and 2050. In addition to the land-use struggles brought on by port expansion, more trucks and trains will be needed to transport goods from ports into cities as imports increase.

According to the Australian Logistics Council (ALC), 80 per cent of freight coming into metropolitan ports travels 60 km or less to warehouse destinations where freight is broken down or cross docked to smaller vehicles to reach their final destinations.

And as urban traffic congestion, road safety, and air quality concerns increase, there is growing pressure to reduce the volume of large trucks on urban roads.

ALC Supply Chain and Freight Logistics Policy senior manager Sheena Fardell tells Rail Express that Australia needs to shift towards more rail-based freight transport to meet the present and future needs of both local and overseas supply chains.

“In addition to reducing the number of trucks on the road, rail-borne freight has numerous economic and environmental benefits, including greater energy efficiency, reduced emissions, and improved community safety,” she said.

“The establishment of intermodal terminals is an essential step in transitioning to rail transportation, where the various stakeholders involved in a single cargo movement can come together and meet their commercial and operational needs.

“Intermodal terminals also provide a variety of economic, environmental, and social benefits to the communities where they are located.

These include increased industrial activity; productivity gains for freight transport operations; improved access to markets; reduced road congestion and emissions; job

creation opportunities; greater competition within the industry.

“Depending on the scope of services provided, an intermodal terminal may range from being simply a transfer point with basic functionalities, or develop into purpose-built hubs that offer storage capabilities, empty container services plus other related amenities required by users.”

As a result, Fardell said that with their growing importance for both local and global supply chains, intermodal terminals must be carefully planned and managed in order to maximise their potential benefits to Australia’s economy.

“When an intermodal hub does not operate efficiently, it can seriously disrupt the freight transport network in that area and cause difficulties (and add cost) for supply chain operations,” she said.

“There are several criteria to consider when evaluating a potential intermodal site, such as volumes; seasonality; strategic location within its catchment zone; good transport connections to the ports and airports; private investor interest; competition with other supply chains (it must offer users a competitive advantage over alternative options); economic and social impacts.

“To temper the enthusiasm with which many regional hubs are being embraced across Australia, it is crucial to obtain reliable information in this area.

“ALC is of the firm view that in order to meet the incoming freight task a national approach must be taken, developing a comprehensive system-wide intermodal policy to inform infrastructure investment and maximise the efficiency of Australian supply chains.”

Australia’s first National Freight and Supply Chain Strategy was released in 2019, setting goals and targets and outlining the delivery of a

nationally coordinated and well-planned freight system up to 2024.

ALC and its members made substantial contributions to the development of the strategy, beginning with the industry-led inquiry that comprehensively reviewed the sector and identified the issues that needed to be addressed.

Furthermore, ALC developed a series of discussion papers to further highlight action areas that were used to inform the Strategy.

“Since the inception of the strategy, Australia and the world has changed dramatically, including facing a global pandemic, unstable geopolitical landscapes impacting international trade, a catastrophic 2020 bushfire season, and frequent extreme weather events,” Fardell said.

“The experience of closed borders in Australia highlighted the criticality of all modes of freight. A sensible national approach to freight infrastructure is needed now more than ever and ALC’s members are calling for the first review of the strategy to be brought forward to 2023.

“It is important to consider lessons learned and reset both governance of existing infrastructure projects and future plans accordingly. The strategy will need to consider the optimal locations and services offered at intermodal terminals in a national context to ensure those facilities, and the freight operators that serve them, can continue to deliver value in a cost-effective way.

“The need for efficient intermodal terminals has never been greater. As Australia looks ahead to its post-pandemic future, there are opportunities abound for business owners and investors in this sector.

“With careful planning and effective management, intermodal terminals can become an integral part of Australia’s transport network and help to drive economic growth.”

The Australian Logistics Council says a national approach to freight intermodal sites must be taken, developing a comprehensive systemwide policy to inform infrastructure investment and maximise the efficiency of Australian supply chains.

The ALC says the need for efficient intermodal terminals has never been greater.

Seamless intermodal travel for a sustainable future

In recent years, the concept of providing Mobility as a Service (MaaS) has grown among rail operators: a total solution focused on the individual’s need to get from one point to another, as efficiently and comfortably as possible.

The adoption of intelligent and seamless transportation is becoming an integral part of the design and creation of cities. The smart mobility sector is forecast to double in the next five to seven years, and Australia is emerging as a leader in this field.

Rail Express speaks to Siemens Mobility ANZ Sales Manager Major Projects, Bülent Yilmaz, about why MaaS is more than just hype and a buzzword, and also the opportunities for Australia and New Zealand.

“An intermodal system combines intelligent journey planning, seamless integration of ticketing and booking as well as big data analytics combined in flexible, user friendly

and secure apps,” he said. “The technology can make it easy and convenient for all stakeholders (passengers and operators) to find their individual way through the mobility jungle and empowers the transformation of transport to efficient intermodal mobility – for the benefit of travellers and operators alike.

“New mobility offerings such as car sharing services, carpooling, e-scooter, and cycling are on the rise. Used smartly, they can make getting from point A to point B more efficient and sustainable.

“However, they bring about complexity for all stakeholders, including passengers, transit operators and municipalities. Passengers travel through a maze of transportation modes, apps and service providers when planning, booking and paying for their trip.

“This is where MaaS comes into play: smart MaaS applications can make it easy and convenient for passengers to find their

individual way through the mobility chaotic mesh. Intelligent algorithms, seamless ticketing, integrated apps, and big data analytics make it possible.”

But for MaaS to be fully accepted, Yilmaz said it was important to change the mindset of operators.

“The Australian rail industry is very mature and conservative by nature,” he said.

“What providers such as Siemens Mobility do is support operators to move from managing not just a rail service, but to becoming a mobility service provider that helps move people through various modes of transport to help them get to their destination in the quickest and most efficient way.

“In Australia, some states are more advanced than others when it comes to defining their transport strategy of the future: for example, NSW has a published a ‘Future Transport Strategy’ that provides a clear blueprint of what

An intermodal system is not just a means of transporting freight from one mode to another. It also applies to the transfer of people and the best way of moving them.

CREDIT: SIEMENS/HACON

Passengers can travel through a maze of transportation modes, apps and service providers when planning trips.

their plans including passenger intermodal systems to 2046.

“Other states are more conservative with a stronger focus on road compared to MaaS. When you compare that to Europe, for example, the mindset has evolved and changed in how people are moving from door to door, differently than what had been done traditionally.”

Yilmaz said MaaS, when used effectively, would help a person make the optimal choices for a commute: this could include stop using a car and take a train, tram, bus, e-scooter or combine them instead, helping them to better plan the journey from end to end.

MaaS platforms help make the most of the abundance of transport options that are available – for travellers, operators, businesses and cities alike – while also providing sustainable transport solutions.

And thanks to modular software, smart solutions can be implemented to integrate the various processes seamlessly: routing, ticketing, data, disruption and real time management as well as learning algorithms and mobility data analytics.

“With the apps, customers are able to, book travel, which they can change if needed, they’re able to cancel and see the entire journey from start to the end,” Yilmaz said.

“You can book a tram, a train, bicycle, e-scooter and possibly a share car that you drop off and leave, and then you walk to your destination.

“The apps let you pay for the travel, accept refunds, and essentially everything is done in a single offering, ultimately making it a positive experience for the user.”

Yilmaz said the key to MaaS expansion was its adoption by the users.

“While most of us are quite familiar with apps, at the same time we have to be mindful of individuals who are not tech-savvy. We still need to make sure that Mobility as a Service is for all, not limited to those just who are in the know,” he said.

“We need to make sure there is equity, that everyone has the opportunity to use it.”

MAAS ACROSS EUROPE

Siemens Mobility is one of the key players enabling MaaS transport in Europe, where integrated mobility is becoming commonplace.

As an example, in 2021 Siemens Mobility and NTT Data were awarded a five-year contract by Renfe, the national railway company of Spain, to develop and operate a countrywide, intelligent MaaS platform.

The comprehensive digital platform and its dōcō App has been live since December 2022,

and has integrated various modes of shared and public transport, such as train, bicycle, metro, bus, car sharing, and scooter services, so passengers can easily identify and directly book the trip option that best meets their needs.

“Siemens is accompanying Renfe in its aspiration to transform from a rail operator to an enabler of seamless door-to-door mobility,” Yilmaz said.

“Our intermodal software platform and digital solutions will help deliver one of the world’s most ambitious MaaS projects, that has the potential to set new benchmarks.

“Siemens Mobility provides the core technology for the system, while the multinational consulting firm NTT Data supplies the system integration and support for the commercial operation, including the marketing and legal aspects.

“Siemens Mobility’s intermodal digital solutions are powered by its software subsidiaries Hacon, Sqills, eos.uptrade, Bytemark and Padam Mobility.”

Meanwhile, in nearby Netherlands, Siemens

Mobility has implemented a country wide MaaS platform for the joint venture RiVier (NS, HTM and RET) to allow providers to integrate

The technological core of the MaaS platform is supplied by Siemens Mobility.

“Again these smart user friendly evolving applications can integrate and coordinate different modes of transportation to make the idea of seamless travel from the first mile to the last a reality,” Yilmaz said.

“Having the ability to choose from the full spectrum of mobility options to plan, schedule and pay for trips, significantly improves the travel experience and enhances overall quality of life.”

The Siemens Xcelerator platform is being developed as an open ecosystem that can be connected to existing apps from the MaaS providers NS, RET and HTM.

The initiators call on other mobility providers to join so that traveling by public transport, bicycle sharing, car, scooter, and taxi, can be better connected and more convenient.

“Through the MaaS platform, mobility providers can draw attention to their services and better tailor them to the needs of passengers, while also optimising their fleet management,” Yilmaz said.

In addition to the comfort and hassle-free travel, perhaps the one of biggest benefits of MaaS is the impact it will have on the environment and sustainability, and increasing use of rail.

“As public transport or shared solutions become more attractive, travellers will only use their cars where it is of most added value to them, cutting down on emissions through sustainable solutions,” Yilmaz said.

More information:

https://www.linkedin.com/showcase/siemensmobility/

https://www.mobility.siemens.com/global/en/ portfolio/intermodal.html

CREDIT:

CREDIT: JORDAN SIEMENS / GETTYIMAGES

New mobility offerings such as car sharing services, e-scooter, and cycling are on the rise.

MaaS platforms help make the most of the abundance of transport options that are available.

Intermodal Systems

VSL the pioneers of post-tension slabs

VSL Australia’s pioneering post-tensioned slabs-on-grade have been used in various projects at major facilities across the country for almost five decades.

VSL is a subsidiary of Bouygues Construction, a French global giant in construction with a presence in more than 60 countries and 32,400 employees worldwide.

As a specialist in post-tensioned and cablestayed structures, foundations and ground engineering, VSL contributes to the design and construction of major engineered structures and maintains, repairs and upgrades all structural systems that guarantee safety and durability Australia-wide.

The company’s structural specialist input is based on the complex understanding of a structure and all of its individual facets – technical, environmental, practical and economic – to meet the stringent requirements of every project.

Its ambition is to make it possible to construct, maintain or strengthen any structure and turn even the most complex schemes into reality.

The company’s Australian subsidiary, VSL Australia, offers a full range of services from design consulting to execution of the works,

with its own pool of equipment and personnel, in areas such as bridge construction, ground engineering, repair and strengthening, building solutions, special structures, and systems and technologies.

POST-TENSIONED SLAB PAVEMENTS

VSL Australia engineer Chan Cheong tells Rail Express that the business pioneered the design and construction of post-tensioned concrete slab pavements in Australia, having been involved with various projects at many major facilities for the past 50 years.

“Our approach is to provide a solution tailored to the particular needs of each project. The VSL slab-on-grade system provides a high quality solution for concrete slab pavements that are placed directly on the ground,” he said.

“The principal concept of post-tensioned slab-on-ground design is introduction of compressive force into the concrete pavement slab to control and minimise tensile stresses due to operational loads and ground settlement.”

1. Suppor t for high loads (container storage stack, container forklifts and straddle cranes, etc) with relatively thinner slab thickness than conventional mass or reinforced concrete slabs

2. Accommodation of total and differential ground settlement

3. There is less requirement for ground/ subgrade preparation than other pavement types (especially flexible asphalt and pavers pavement)

4. Relatively “crack-free” due to compressive forces in slab

5. Stable and robust top pavement surface. No risk of rutting or local slab depression

6. Slabs can be poured in large areas (2500m2 to 3000m2) which minimises joints required. Items 4, 5 and 6 mean post-tensioned slabs required very little maintenance.

“The entire system is economic to construct, maintain and operate,” Chan said.

“PT slabs can be constructed much faster than conventional reinforced slabs.

“Time is also saved by using fewer joints and narrower footings with less excavation and less concrete. Large pours of more than 2500m2 are a common feature of PT slabs on grade.

“The use of fewer joints also significantly reduces the need for maintenance.

“And large concrete areas can have their joint spacing increased to minimise the costs of the joints as well as the long-term maintenance and operation costs.”

PROJECTS

For the past 50 years, VSL Australia has been involved at many major facilities which utilise post-tensioned slab-on-ground for heavily loaded pavements.

These include intermodal seaports:

Slabs at the North Dynon road-rail terminal, Victoria.

VSL slabs being poured at Altona in Melbourne.

– DP World

• Automotive terminal, Webb Dock – Wallenius Wilhelmsen Logistics

• Container storage terminal, Webb Dock –Toll Logistics

Rail siding pavement works have included:

• Arcadia Ridge Terminal, Queensland Rail

• Ettamogah Rail Terminal, NSW

• Austrak Terminal, Somerton, Victoria

• Aurizon Rail Terminal, Townsville, Queensland

• SCT Rail Terminal, Altona, Victoria

VSL Australia has also designed and constructed many container storage pavements. Some more recent examples are:

• Visa Global Container Storage Terminals, Dandenong and Altona, Victoria

• Arrow Transport Container Storage Terminal, Altona, Victoria

• Linfox Container Storage Terminal, Kewdale, WA

• Secon Transport Container Storage Terminal, Truganina, Victoria

• Patrick Container Terminal, Port Botany, NSW

• Toll Container Storage Terminal, Villawood, NSW

• Rocke Brothers Transport Container Storage Terminal, Lara, Victoria

• Owen Transport Container Storage Terminal (Stage 1 & 2), Altona, Victoria

• P & O Gillman Container Storage Terminal, South Australia

TESTIMONIALS

The slab pavements have been used at the the Austrak Multi-Modal Freight Terminal (MMFT) at Somerton, Victoria, for more than 20 years. Strategically placed to improve efficiency in transporting goods along the Hume corridor, and central to all road, rail and shipping operations

Austrak senior project manager Nick Carnovale said there were considerably less construction and sawcut joints with the slabs, even in the big pours.

“The PT slab pavements give a better result for landlords and tenants at the site, with minimal make-good requirement from forklift traffic,” he said.

“The slabs are used internally and externally, offering the advantages of lesser thickness with ability to handle higher loads.”

Austrak aims to continue using the PT slabs for future terminals at the Somerton Business Park, which the company owns.

Meanwhile, over at Launceston, Tasmania, the VSL slabs have also been employed at the Toll Group’s $20 million transport hub.

The Toll Redevelopment Project head contractor Hazell Bros had been tasked with constructing a highly quality hardstand for the transport facility, with the site utilised as a link between rail and road transportation.

Hazell Bros project manager Daniel Baker said the post-tensioned slab pavements provided a high strength hardstand while minimising large volumes of reinforcement and

“The slabs will be used for storage and holding areas for transportable containers that are transported by trucks locally or utilising the existing rail line facility that is adjacent to the hardstand,” he said.

“This system has provided the Toll business with a safer and more reliable hardstand to work with which will result in lessening times for loading, reducing wear on the container handling machines and creating a safer environment for all trucks and machines.”

The project began in July 2021 with the building of a temporary hardstand for the container-handling machines to operate and maintain operations with the rail line transport.

In January 2022, the post-tensioned slab works commenced, constructing a total slab size of approximately 16,500m2. It was completed within four months and was partially operational by late April.

“The previous hardstand within the site was a combination of old pavers and gravel hardstand, which due to the unsatisfactory base underneath was deteriorating the surface, causing an unsafe and rough area to work in,” Baker said.

The Webb Dock automotive terminal, which has eight berths.

Leading the way in leasing and domestic manufacturing

Global change is coming to the Australian intermodal market, providing opportunities for local suppliers.

Two global macro trends are set to drastically change the local rail freight sector that supports intermodal transport. If Australian suppliers are to live up to their potential as a key player in Australian freight, they will need to evolve on several fronts.

First, there is a trend towards deglobalisation with companies who previously employed “just in time manufacturing” through international partners now looking to reduce risk by simplifying their supply chains.

The COVID pandemic, which brought international trade to a virtual standstill in the first half of 2020, was the wake-up call. However, the ongoing war in Ukraine and tensions with China show how even regional concerns have widespread, often global consequences. Companies have had to reconsider the location of their manufacturing facilities, the country of origin of input goods, and carry more inventory.

Undoubtedly, the even bigger trend is the march towards decarbonisation, which is set to be the catalyst for the largest change the rail industry has seen since the 1940s, as the sector transitions from diesel engines to a combination of hydrogen, battery, biofuels and electric.

The push for improved environment, social, and governance (ESG) principles is currently being led by the industry’s lenders as well as its mining and retail customer base, calling for more sustainable rail operations throughout their supply chains.

Decarbonisation is a key element of ESG in the transport and freight sectors, and concerns for emission reductions are driving volumes towards intermodal transport. Being 16 times more fuel efficient than road freight, intermodal already offers inherent environmental and cost advantages and should be well positioned to support growth.

As new technologies are trialled and implemented ahead of government decarbonisation mandates, the shift to lower carbon alternatives provides tremendous opportunities, and risks, for operators.

Initially, the opportunity for the Australian rail sector to harness these global trends

might seem easy. Over the next five to 10 years, deglobalisation, the simplification and de-risking of supply chains, a push towards lower carbon transport, and government investment in Inland Rail, are expected to deliver intermodal growth significantly higher than the sector’s traditional GDP increases. Most forecasts estimate the intermodal market will increase more than 60 per cent by 2040, resulting in an additional 26,000 wagons being added to the national fleet.

However, this growth is intertwined with the need for greater flexibility, and unprecedented social accountability. New markets, new lanes, new technologies, new public ESG expectations, combined with the challenges of below rail infrastructure durability in the face of global warming, make it harder than ever to place a 40 -50-year bet on new equipment.

Operators are challenged to have the right equipment fully utilised across its entire life, or be certain that the type of equipment they buy now will continue to meet environmental and social requirements as decarbonisation mandates start to take effect.

These challenges are exacerbated by the fact that Australia’s rail infrastructure and access regime is uniquely complex. By global standards, it remains very small with roughly only 16,000 flats, and it is highly fragmented and expensive with a range of

below rail operators using different standards, registration processes, and gauge outlines –all of which makes it difficult for operators to relocate, repurpose and quickly shift equipment from one task to another due to network disruptions, changes in business, or shift in train designs.

DOMESTIC MANUFACTURING AND NEW OWNERSHIP MODELS

Internationally, more mature rail markets have adopted new business models to increase flexibility with the majority of equipment in the US and Europe now owned by customers or leased, at 66 per cent and 41 per cent respectively. The Australian rail industry can follow in their footsteps with increased domestic manufacturing and leasing of rail equipment providing flexibility to meet evolving market needs.

Mark Kirkpatrick, Chief Executive Officer, Rail First.

Rail First offers wagons on a “Build to Lease” model, enabling operators to pick the exact type of wagon they want.

the company handling all the complexity of Australian registration.

Local manufacturing removes modern slavery concerns with engineering departments easily able inspect the construction process at any time, making it simpler to project manage. It also caters to the many companies who are increasingly looking to avoid sovereign risk exposure to Russian or Chinese manufactured products on a cost-equal basis.

As the nation’s only domestic manufacturer of intermodal wagons, Rail First has the unique ability to embed ourselves in the supply chain of Australia’s rail freight operators, supplying high quality, low emissions locomotives, as well as custom-built wagons to suit specific industry needs.

Building wagons at Islington, South Australia, Rail First’s proven designs and well builds are certified Australian made and have already navigated the various below standards and registration processes.

More than 60 per cent of our wagon components are sourced directly from Australia, and all labour is carried out locally in SA. By leveraging Australian steel and local manufacturing, operators can avoid transpacific shipping, port fees, demurrage, and local

Leasing of railway equipment is expected to become more attractive, offering operators the ability to quickly upgrade or adjust fleets without being tied into a long-term investment of outdated equipment.

It provides cost-effective access to the most advanced technology, which will be increasingly important as the industry transitions to lower carbon alternatives, enabling companies to keep up with changing market conditions.

Cutting-edge technologies bring operational efficiencies and well-maintained leased equipment can help to reduce maintenance costs and improve overall reliability. The ability to include maintenance and support as part of a leasing solution further assists in managing costs and minimising downtime.

Rail First offers wagons on a “Build to Lease” model, enabling operators to pick the exact type of wagon they want, using either their own IP or ours. Under a lease, operators have the flexibility to change one class of wagon for another with the option to either renew the lease, return the wagon, or purchase the wagon at the conclusion of the lease. A wet lease provides a full warrantee for the life of the asset with no hidden maintenance, overhaul, or modification costs.

Rail First’s domestic manufacturing capability will be able to support the industry as it moves away from diesel engines, and we already have a modern Tier 2 fleet. In the second half of the decade, we will commence our own purchase of battery locomotives to assist customers in their transitions and are looking to make our wagons dual mode compatible – ECP and traditional air systems - as both are likely to exist for a while.

We have also commenced construction of wagons for Inland Rail, starting with a new prototype. In addition to assisting our customers in reducing their environmental impact, starting this year, more than half of Rail First’s manufacturing energy will be derived from solar.

If the Australia intermodal supply sector harnesses its strengths it can increase its share of the local freight market and see more wagon rollingstock manufacturing return to our shores. Compared to international providers, domestic manufacturing has no sovereign or supply chain risks with locally sourced materials and high-quality builds allowing Australian operators and customers to meet stricter governance standards while accessing flexible leasing capability.

That’s good news for everyone.

Manufactured in Islington, South Australia, more than 60 per cent of Rail First’s wagon components are sourced from Australia.

Yes, we can: net zero by 2030

report, the first nearing completion. The project will supercharge an SEQ trade and enterprise spine from Toowoomba to the coast.

The Federal, State and Local Governments also came together to support the vision for a regional Olympics. This vision is now destined to become a reality in 2032.

The challenge to improve the connectivity of transport infrastructure, to successfully and efficiently stage the first ever regional event in the history of the Olympics, is accentuated by the prospect of an additional 2 million inhabitants in SEQ within the next two decades. This is a monumental challenge.

Only a partnership between all levels of Government, that transcends political cycles, will maximise and leverage private sector participation in risk and investment, to deliver this transformational infrastructure within this decade.

PortConnex project is aligned through its innovative approach to harness sustainable renewable solar energy to power autonomous, battery powered locomotives (shuttle), linking the Port of Brisbane to a southeast Queensland inland energy and distribution hub, located at Ebenezer.

This site was first recognised by Infrastructure Australia (IA) in February 2016 as the perfect location. More recently it also gained wider recognition from key potential stakeholders such as the SEQ Council of Mayors (representing one in seven Australians), as an alternative to Acacia Ridge for termination of the ARTC, Inland Rail line, linking Melbourne to Brisbane.

Importantly, the PortConnex proposal does not impact existing operations or limit competition from the Acacia Ridge terminal.

minister Catherine Minister King, prior to the last elections, to commission an independent review of the massive overruns in time and cost of the Inland Rail project, has been completed and currently undergoing departmental reviews prior to any release of relevant information.

and the SEQ Council of Mayors, responded fulsomely to the review conducted by Dr Kerry Schott, late 2022. We understand her report has been submitted to the Minister and release of the findings is imminent.

in separation of passenger and freight rail services. The support and endorsement of all three levels of Government in 2019 for the SEQ City Deal was unprecedented.

transformational opportunities identified in this

NTR is very pleased to welcome the St Baker Energy Innovation Fund as an equity investor in the NTR PortConnex project. The recent visit of the SEQ Council of Mayors to Los Angeles was timely, as it enabled them to see first hand the investment of Tritium, a Brisbanebased company founded by Trevor St Baker, to manufacture fast-charging systems for operation in the Port of Los Angeles.

The successful delivery of PortConnex by 2030 will make a major contribution to creating Australia’s most prosperous and livable region – one that is connected locally and competing globally.

The PortConnex project is rich in engineering innovation, environmental sustainability and safety – both during construction and life cycle operations.

A Deloitte study commissioned by the Port

dedicated freight rail access, forecast 2.4 million trucks off the road and over $800m annually in economic and community social benefits.

A do-nothing approach, with less than 1 per cent going to the port by rail, is unsustainable. Potential savings from moving the termination of the line to Ebenezer alone, with some initial deferral of expenditure beyond Gowrie, would result in immediate capital savings to the Federal Government, while maximising the private sector investment and risk mitigation. The 42km shorter distance than any alternative solutions, will deliver significant life cycle operating savings for this century and beyond.

Major infrastructure projects require significant lead times for the implementation from initial concept design to operational performance – a challenge that requires a united commitment from all levels of Government and industry investors and constructors.

The ultimate game-changer for this opportunity is the application of next generation, battery-powered, autonomous locomotives which can deliver net zero emissions, operating through a 52km tunnel connecting the Port of Brisbane to an inland distribution hub.

PortConnex offers a unique opportunity to optimize Australia’s freight infrastructure for this century and beyond.

This is worthy of our collective and immediate attention. Time is of the essence.

It will take bold and courageous thinking, multi- stakeholder engagement, innovative technology, and a commitment to long- term sustainability for the project to be operational by 2030, creating a legacy for future generations that addresses the urgent need

Martin Albrecht AC, Chairman, National Trunk Rail.

PortConnex is designed to be a world-first, eco-innovative project.

CRL finesses fit-out for the future

The City Rail Link (CRL) will be Auckland’s first underground rail line, expected to at least double rail capacity across the city’s rail network.

The 3.45km twin-tunnel underground rail link will operate up to 42 metres below the city centre, transforming the downtown Waitematā Station (Britomart) into a two-way through-station that better connects the city’s rail network.

Jointly funded by the Government and Auckland Council, CRL came into being on in July 2017 under the parent body of CRL Ltd, which had clear delivery targets and performance expectations.

The project ‘s total cost was estimated at the time with a funding envelope of $3.4 billion, now revised to $4.419b.

A single consortium is delivering the main CRL works, stations and tunnels: Alliance (Vinci Construction Grands Projects SAS, Downer NZ, Soletanche Bachy International NZ Ltd, WSP Opus (NZ) Ltd), and AECOM.

CRL Ltd chief executive officer Dr Sean Sweeney said the progress made in the past year was promising, with many milestones reached as the project heads towards its 2024 completion date.

“Rail transport growth statistics suggest that by 2035, CRL stations will need to cope with 54,000 passengers an hour at peak travel times, rather than the original estimate of 36,000,” he said.

“The CRL will improve travel options and

journey times and double the number of Aucklanders within 30 minutes travel of the central business district.

“From Maungawhau/Mount Eden Station, it will take only three minutes to get to the uptown Karanga-a-Hape Station (Karangahape), six minutes to the mid-town Te Waihorotiu Station (Aotea) and nine minutes to the downtown Waitematā Station (Britomart).

“The CRL will extend the existing rail line underground through Britomart, to Albert,

Vincent and Pitt Streets, and then cross beneath Karangahape Road and the Central Motorway Junction to Symonds Street before rising to join the western line at Eden Terrace where the Maungawhau/Mount Eden Station is located.”

The contract for the project’s main stations and tunnels contract was changed to incorporate longer platform tunnels at Karanga-a-Hape Station (Karangahape) to cater for nine-car trains (instead of six), a second Karanga-a-Hape Station (Karangahape)

2022 was a year of big breakthroughs for City Rail Link, the largest transport infrastructure project ever to be undertaken in New Zealand.

The render for the Maungawhau/ Mount Eden Station.

The TBM Dame Whina Cooper.

Auckland City Rail Link

entrance at Beresford Square and additional station work at Waitematā Station (Britomart), Te Waihorotiu Station (Aotea) and Maungawhau/Mount Eden Station.

STATION TO STATION

“Throughout the year we introduced future users to their new stations with the release of the final station renders, which gave give people a futuristic look at what the stations will actually look like when complete in 2024,” Sweeney said.

“The names and renders together celebrate Auckland’s cultural heritage and reflect significant landmarks relative to the stations’ locations – therteby further connecting people and place.

“Design elements at the stations use a pattern language which aligns with the gifted te reo Māori names, allowing the art, culture and other elements to converge. In some areas, the art manifests to reflect the cultural identity of the geographical location.

“The collective philosophy for the station designs is the Māori creation myth of Ranginui (the sky father) and Papatūānuku (the earth mother).

“The final designs of the stations also showcase the urban design around the buildings, extending the passenger’s experience into the surrounding streets. Significant engagement work, including gathering feedback from the last set of station designs, has been carried out and acted upon, to enable seamless, accessible travel to and from the stations.”

The ngā ingoa tuku iho (traditional names) for the four stations were gifted by the CRL Ltd Mana Whenua Forum, honouring the longstanding partnership the Forum’s eight iwi have had with CRL since day one of the project in 2012.

“The process is about reinstating the traditional names of the areas the stations will serve – looking back to a time before concrete and skyscrapers when people lived off the land. When we re-establish a traditional name, for example Maungawhau, it offers a sense of place,” Sweeney said.

IT’S BORING BUT CRL DIGS IT

In April last year, the tunnel boring machine, Dame Whina Cooper, embarked on its second and final journey to bore twin 3.5km tunnels up to 40m below Auckland.

The TBM, named in honour of Māori champion Dame Whina Cooper, started its subterranean drive from CRL’s Mt Eden site into the central city.

“An impressive multi-tasker, the 130-metre-

long TBM completes three jobs: cutting through the earth, removing the spoil by conveyor built to the surface, and installing the concrete segments - 14,735 in total – that will line the twin rail tunnels,” Sweeney said.

September was literally the breakthrough month for Dame Whina, when the TBM had her final breakthrough into Te Waihorotiu Station (Aotea).

The milestone marked the end of the boring phase for the project and the completion of the two 3.45km-long CRL tunnels.

The TBM has now been dismantled and lifted out of the underground section where the machine broke through.

It will be transported to the Auckland port and shipped back to its manufacturer, Herrenknecht, in China, where its parts will be re-used.

SUSTAINABLE CHAMPIONS

CRL and its construction partner Link Alliance continue to deliver work to the highest possible standard, a fact reflected by successes at the Infrastructure Sustainability Council Awards.

The project was highly commended in the ‘Excellence in Social Outcomes’ category, while Link won the prestigious Decarbonisation Outcome Award (projects over $20 million).

By integrating decarbonisation into decision-making, CRL is on track to reduce carbon emissions by 60,500 tCO2e over its 100-year design life. This 19 per cent reduction decreases the expected carbon payback time once the CRL is operational to under six years.

Industry-leading decarbonisation measures that have contributed to this reduction include:

• Replacing cement in concrete with fly-ash – a waste product from coal-fired power plants. The project is on track to replace 26 per cent of cement with fly-ash reducing the Alliance’s concrete emissions footprint by 18 per cent

• Changing the mined tunnel designs to reduce excavation by 45 per cent at Maungawhau/Mount Eden Station and byu up to 11 per cent at Karanga-a-Hape Station (Karangahape).

WHAT’S NEXT?

“Now that we have built two beautiful tunnels, the project will move into the rail system stage – while construction of the CRL stations continues,” Sweeney said.

“The complex work involves the railway systems, signals, tracks and other infrastructure so that it can hook up to the existing Auckland rail network.”

Work has already begun on the fit-out for Auckland’s future world-class railway, with the installation of a vast array of equipment including 16km of rail track and more than 1500km of cable, as well as construction above ground of the four stations.

Most of the work will be carried out by Martinus Rail, which will supply track, and overhead wiring for the project.

The $48 million deal is the largest yet for the Australian-owned rail construction contractor in New Zealand.

Martinus will supply and install all the rail, slab track, ballasted track, rigid overhead conductor bar and overhead line equipment works between Britomart and Mt Eden stations.

Former NZ Prime Minister Jacinda Ardern, pictured with Sean Sweeney, said she was “astounded” by the scale of work happening underground.

officer Ryan Baden, the win sees the company significantly expand its presence in New Zealand, with the project team to consist of 70 staff at the peak of works.

systems project is a big step in our New Zealand expansion strategy, we look forward to working collaboratively with Link Alliance to deliver another successful project,” he said.

The works are expected to last for two years following mobilisation in early 2021. Baden said that Martinus would be looking to maximise local involvement throughout.

“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.

Martinus was chosen because of its exceptional work and experience in delivering rail infrastructure and systems across Australasia, Sweeney said.

“The contract for structural works and track and rail systems also demonstrates how the CRL continues to seek the best return on investment on behalf of ratepayers and taxpayers,” he said.

Already, the first section of railway track from Te Waihorotiu Station (Aotea) to Waitematā Station (Britomart) inside the tunnel box closest to Platform 1 is complete.

Once the blocks were distributed and laid into place, they were connected with the railway line and what is known as the ‘track skeleton’ was formed. Final adjustments were made to the alignment before concrete was poured and the railway track was complete.

Now that this section of track is done, the team will focus on installing safety walkways, power, the electrical overhead system, and communications/signalling trackside equipment. Work will soon begin on the other CRL tunnel, closest to Platform 5 in the station.

While still aiming for the 2024 finish line, CRL is aware of possible effects of the COVID pandemic, and is currently assessing its possible impacts on the project’s construction timetable and its costs.

more resilient and reliable and to help prepare it for the opening of CRL.

Work was carried out across 69 different sites in Auckland, including progressing the project to extend electrification from Papakura to Pukekohe; continuing construction on the third main line through the busiest part of the network between Westfield and Wiri; major track work to improve rail access to Ports of Auckland and separate freight and commuter trains; track works in Newmarket to support CRL,

“COVID is responsible for a lot of disruption. We’ll have a clearer picture next year. What is important is that the Link Alliance has now progressed a vital piece of Auckland’s transport infrastructure,” Sweeney said.

More recently, a network closure from Boxing Day until January 15 resulted in the agency’s biggest mobilisations of staff, contractors and machines – with people working day and night to make the network

level crossing changes; and necessary maintenance across the metro network.

The first stage of KiwiRail’s Rail Network Rebuild also started on Boxing Day, with the Southern Line between Ōtāhuhu and Newmarket and the Onehunga Line closed until March 19.

The Rebuild is an upgrade of the entire Auckland rail network, one section at a time, to provide faster journey times and more frequent, reliable trains when CRL opens.

“The CRL project has moved into the rail system stage, involving the railway systems, signals, tracks and other infrastructure for hook-up to the existing Auckland rail network.”

Sean Sweeney, CRL chief executive officer

The Karangahape Road tunnel being built.

Operations and Maintenance

50 years of Manco achievements

Originally named Hydraulic Machinery Company (HMC) in both New Zealand and Australia, the company changed its name to Manco in 1986. And Manco general manager in Australia, Jaclyn Vanderent, tells Rail Express that since inception, it has been a half century of great achievements.

“Manco has become recognised globally with its continued innovation throughout the past five decades,” she said.

“Our modern manufacturing facilities and technology provides our customers with costcompetitive equipment at the highest quality standards. And we’ve worked hard to be the very best and are proud to be one of New Zealand’s and Australia’s leading suppliers of overhead hi-rail electrification construction and maintenance equipment.

“Manco rail hire can be relied upon to be trusted partners, with hi rail equipment hiring and operator requirements suited to any rail operation.”

Vanderent said that through decades of experience, Manco’s know-how in hi-rail mechanical services has provided countless contractors with the perfect hi-rail equipment hire solution in the rail industry.

“We have the competence to provide our customers with full turnkey rail electrification equipment hire service,” she said.

The company also provides bundled engineering and service expertise with lease plans for hi-rail equipment hire, all tailored to suit the demands of various projects.

“Manco Rail Hire offers a “one stop shop” for any rail project. Our solutions not only cover equipment but solutions for the operation of the equipment that ensures its operation at the highest level for hire term.”

Vanderent looked back at some of Manco’s rail industry achievements over the past decades, both locally and overseas.

HAMILTON TO PALMERSTON NORTH ELECTRIFICATION (NEW ZEALAND)

The first major rail projects occurred almost simultaneously when a McConnell Dowell and MCE joint venture won the electrification contract for the New Zealand main trunk from Hamilton to Palmerston North in 1983.

HMC supplied a package which included a

“The company manufactured four lowbed transporters with special Palfinger cranes (which the company was manufacturing under a licence agreement with Palfinger of Salzburg Austria),” Vanderent said.

“We considered the Citra and EPT lowbed transporters as revolutionary as they enabled a full range of road vehicles from flatbeds, tippers, cranes trucks to aggies to work off the track.”

The transporters were also used continuously as part of the Central Queensland coal fields (Bowen Basin) electrification plan. The main lines where they were dominant were the North Coast line from Rockhampton to Gladstone, and the Goonyella scheme to Mackay.

The project, worth £160 million to Balfour, was executed in a joint venture with Ansaldo STS, and involved the design, supply and installation of electrification, power supply, signalling and communications on 330km of new double track.

It was part of a large railway investment by Malaysia to create a modern and efficient railway connection between Kuala Lumpur and the Thai border, with the long-term objective of establishing a Pan-Asian Link connecting Singapore to China.

The Balfour team incorporated four Manco lowbed transporters, two Manco friction drive tippers, and a full assortment of 15 work platforms from scissor lifts, telescopic and pedestal units.

The Manco Engineering Group celebrates its 50th anniversary this year. Established in 1973, the company has become a leader in the design and manufacturing of equipment utilised in the rail electrification, waste, recycling, and construction industries.

Manco made this bespoke piece of equipment for the requirements of modern rail projects.

“Manco’s presence on this important project could not be overstated,” Vanderent said.

“All plant items undertook full Factory Acceptance Tests (FAT) prior to shipment, and then in conjunction with the various Malaysian authorities completed Site Acceptance Testing (SAT) before starting a vigorous construction regime.”

DART ELECTRIFICATION PROJECT (NEW ZEALAND)

Manco Rail played an essential role in the DART (Developing Auckland’s Rail Transport) rail electrification project, a joint venture between Hawkins Infrastructure and global construction company Laing O’Rourke.

The 137-kilometre twin track project from Swanson to Papakura used Manco’s specialised equipment for the wire tensioning and

of moving from 0 to 60km in 24 seconds.The electrification wires carried 25,000-volt power at a height over road crossings of five metres.

Manco Rail’s fleet involved in the construction consisted of one 1250 rail transporter with 40 tonne metre crane, three pole erection-wiring road rail vehicles with radio remote cranes, two 500kg SWL scissor platforms, two 400kg SWL scissor platforms, one 300kg SWL telescopic platform, one 30t payload Scania truck with rail lowbed trailer, and six excavators from 5-20t, all with rail-mounted equipment.

AUCKLAND RAIL NETWORK

Manco engineers, working in conjunction with the rail civil work construction company Contract Landscapes (CLL), manufactured a special purpose road–rail–rail trailer combination for the early phase of Auckland’s rail network.

“The result was that about two thirds of the 28,000 tonnes of ready mixed concrete was transported on rail using this unique system,” Vanderent said.

“Once positioned on track, the prime mover lowers the lowbed rail trailer using a Manco RL200 rear hook loader. Once the combination is located at a road crossing the awaiting ready-mix vehicle self-loads and moves down track to the designated pour.

“The prime mover, a 420HP Scania, easily coped with an all-up train weight of 46t with hydrostatic track speeds up to 25kph.”

In total, CLL’s specialist team completed 2163 piling operations, 552 pads and 22 rock anchors.

SYDNEY METRO AND CROSS RIVER RAIL

Manco Rail collaborated with CPB Contractors and UGL on the line-wide works for Sydney Metro as part of the Systems Connect joint venture, and the rail integration and systems contract as part of the UNITY Alliance joint venture on Cross River Rail.

Installing track, wiring, and associated systems many metres below ground level required new thinking when it came to the equipment and plant needed to build the new rail lines.

A combined scissor lift platform and wire manipulator from Manco Rail was employed, with the bespoke piece of equipment designed in partnership between the two companies specifically for the requirements of modern rail projects: the first being the need to limit exhaust fumes when working in confined tunnels.

The parties also worked to develop a unique platform that was put to use on both projects.

“The combined scissor platform and wire manipulator was ideal for wire runs or traction wiring runs. We were able to do wire retrievals and install new catenary and contact wire,” Vanderent said.

“The wire manipulator is for when you’re running wires so you can get your staggers right as you run the wire out, but then a scissor platform can do things like install sections, insulator switches, and doing bigger jobs all at once with a number of people on a platform.”

The platform mounted onto the back of a hi-rail truck is extendable, to allow for more people to work on the platform at one time.

To meet specifications, Manco designed a platform which, when raised, can expand horizontally, which enabled crews to work safely in tunnels and to install equipment on the side of the tunnels.

Unlike standard catenary wires, electric trains running through tunnels draw their power from beams mounted into the ceiling of the tunnel and it’s here that the large platform came in handy.

“In the tunnel it’s a rigid bar conductor so the length of that platform allows us to have two people on each end of the bar, installing it into the roof. That would be very impractical with a normal elevated work platform (EWP),” Vanderent said.

Being a “multipurpose unit” has other efficiencies, particularly when getting equipment in and out of tunnels is easier said than done.

“It takes time to bring machines in and out, because these things on rail only move at 15km/h. Doing one thing with one machine

A Manco crew at work on an early project.

Operations and Maintenance

then bringing another machine in takes a significant amount of time,” Vanderent said.

Another advantage of the unit that Manco have designed is its flexibility. The equipment can be reconfigured by an operator for the job at hand.

“Our engineers know what the requirements were, and they ensured that the machines were tested correctly and provided the test results to meet those requirements,” Vanderent said.

In fact, the massive Sydney Metro project, Australia’s largest public transport infrastructure project, built largely below the city, represented a great opportunity for Manco to participate with innovative, efficiencyenhancing plant that enabled contractors to improve productivity and performance by changing from traditional rail construction methodologies.

“For Manco Rail, a project such as this fit into the company’s DNA as an OEM with the ability to innovate,” Vanderent said.

“In the case of Sydney Metro City and Southwest, it was these qualities that led Systems Connect to select Manco. Systems Connect delivered the laying of track, power, communications, and signalling equipment to the project between Chatswood and Bankstown.

“The project involved delivering rail and track on twin 15.5km tunnels between Chatswood, under Sydney Harbour, below the Sydney CBD, and on to Sydenham. It is here that Manco’s equipment came into its own.”

Compounding the standard complexities of installing new track, the project was

of tunnels. In addition, gradients in the tunnels are steep, at 4.5 per cent.

Systems Connect worked with Manco Rail to custom design equipment to overcome these challenges.

The particular equipment that Manco provided for the Sydney Metro CBD and South West project were rail transfer equipment and sleeper-laying trailers.

The rail equipment consisted of two specially converted wheeled excavators equipped with material handling booms, automatic rail threading units, and rail carrying dollies.

sonar detection systems, and a track guidance system fitted to the equipment.

Developed over 14 months, the customdesigned equipment laid the rail, spread it out, placed the sleepers, and then pulled the rail back over the top. The entire process was radio remote controlled, crucially limiting the number of people in high-risk areas.

The Manco equipment was used in two stages: laying the track components first, then concreting the track form be concreted, after which mechanical and electrical systems and signalling equipment was installed.

ONTRACK RAIL GRINDING

Manco Engineering provided pats for a John Holland RG8 rail grinder used in Auckland region for OnTrack, which owns and manages New Zealand’s rail network on behalf of the Government, maintaining 4000km of railway track, bridges and tunnels.

This powerful small machine was particularly suitable for specialist track quality enhancement work such as defect removal and turnout grinding.

The heart of the 23m long, 46t threesection unit was an eight-wheeled FL10 Volvo prime mover or ‘power car’ utilising Manco hydrostatic twin drive road\rail modules, providing an on-track speed of up to 55kph. The unit incorporated all the required electric grinding motor power, control systems, and full firefighting support. The twin grinding units housed eight independent rail stone cutters and full dust extraction system.

“This versatile unit has travelled extensively throughout Australian and New Zealand railways due to Manco’s adjustable track

A large excavator with drill rig on a Manco powered plant deck trailer.

A Manco transporter hauling a tip truck.

in Western Australia, South Australia, Victora and New South Wales - on all three main track gauges – 1067mm, 1435mm and 1600mm. RG8 has ground railway as well as tram lines.”

TRAINING FACILITY

In 2020, Manco Rail invested in its customers’ performance with a new training facility in the industrial heartland of Western Sydney.

The team have created a purpose-built hi-rail training and inspection facility to allow rail contractors and operators to quickly and flexibly get their staff up to scratch on the operation of hi-rail vehicles while providing inspection and maintenance services.

The roughly 4000 sqm site includes 100 metres of track for the demonstration of hi-rail vehicles and the simulation of their operation. An on-tracking or level crossing area is also simulated to enable vehicles to get on and off the rails.

Alongside the rail, Manco has constructed a contained viewing and workshop area, as well as storage, parking areas, and sheltered workspaces. Washdowns and servicing can also be done on site.

“We can do all the servicing and washing of the vehicles. Customers’ fleets can come in for servicing every three or six months carried out by our on-site technicians,” Vanderent said.

At the site itself, Manco’s team of engineers and maintenance staff can review any Manco vehicle for local testing and servicing. This ensures that vehicles are maintained to the

know them inside and out, right from our manufacturing through to the processes for training. We know exactly what’s going on,” Vanderent said.

In addition to servicing capabilities, what makes the site particularly distinct is the ability for training in a contained setting. The track has been specifically designed to simulate a rail environment, so that operators and technicians can get hands on with the machinery before beginning work on a project or maintenance task.

POWERED TRAILERS

First designed and built in the 70s, Manco’s popular trailer – formally known as the lowbed transporter – has been nipped and tucked over the past five decades by innovation and engineering advancements.

Once oversized and with a weight that would require significant logistics and lifting equipment to match, today’s powered trailers have become lighter whilst providing increased payload capacity.

The company now actively offers four models of powered trailers which can be specced in many tray and size configurations .. and in some models, even in two sections. Manco also offers a range of non-powered trailers that can be towed via a powered trailer of a Manco hi-rail vehicle.

The units are all self-propelled and provide hi-rail transport for almost any plant, where other specific dedicated hi-rail converted equipment would be required or

have been limited due to length and mass of the equipment.

“The full radio remote-controlled trailers have become the latest and hottest item,” Vanderent said.

“Back in the day, we used to tow a trailer behind a vehicle; now you don’t need that.

“Operators will drive radio remote controls and it also enables a lot more range of equipment to get on track, unlike the limitations with hi rail equipment and fitting that to the vehicle.

“We’ve got customers with drill rigs and all sorts of innovative equipment that they want to get into the rail corridor, for example Geotech drilling and vacuum loading, so there’s a lot of heavy civil stuff that they can now easily load on these trailers.”

Recent projects successfully completed by Manco include the coupling of four 14.5m powered trailers together to transport a mobile concrete batching plant down a rail tunnel, and two 14.5m unit fitted with removable 12m scissor platforms which also towed two equipment trailers, each one feeding the scissors with overhead line construction equipment.

Manco’s most recent trailer design client, Melbourne-based QEST Infrastructure, provides a large range of geotechnical services and carries out tasks which require its specialised equipment to be transported in the rail corridor.

“Manco has worked closely with QEST from the ideas it liked on previous builds, along with extra concepts, to meet the specific requirements of the company’s specialised plant,” Vanderent said.

Manco has been involved in many electrication projects over the decades.

Operations and Maintenance

Pivotal role for RMS in repairs to Blue Mountains line

When the Blue Mountains line in NSW was closed between Lawson and Linden after a train derailment in December, Transport for NSW called on Rail Maintenance Services to assist in the clean-up task: a big feather in the cap for the Melbourne-based business.

RMS equipment being used at the derailment site.

Mountains recovery process.

“The Sydney Trains derailment on December 14 between Lawson and Linden caused significant damage to about 10 kilometres of infrastructure,” he said.

“In total, 18.1km of damaged rail had to be

who said crews had to rebuild the entire damaged track in extremely difficult terrain, which required detailed planning and specialist engineering expertise.

“The Blue Mountains rail line is a critical freight corridor linking east with west,” he said.

“We worked closely with the freight industry during the repair period, opening the adjacent track to allow for diesel freight train movements across this critical supply chain.

“It’s great news that following the completion of repairs, full freight access was able to be resumed on the Blue Mountains line, as well as intercity and regional passenger

“The success of this job has shown the capability of RMS Rail to be able to work together with various network suppliers.”

Scehmbri said the latest addition to the RMS Rail range of specialised rail equipment for all maintenance needs was a tinbin dry vac

The tinbin revolutionises the excavation industry with dry-vac capabilities, extreme portability, and reduced operating costs.

Benefits for rail include easy removal of ballast, derailment clean-ups, and daylighting

THE BLUE MOUNTAINS RECOVERY

o infrastructure spanned about 10km, comprising broken rail and damaged and broken concrete sleepers, signalling

emoved and disposed of 15,000 concrete emoved and disposed of more than 18km of broken and damaged rail (which will

emoved 24,000t of spoil and ballast

• Removed 92 pieces of damaged critical signalling equipment

• Installed 26,500t of new ballast to build and stabilise the ground, the track, sleepers and rail

• Replaced more than 15,000 concrete sleepers, each weighing approximately 300kg, with the terrain requiring manual handling to position and align each sleeper

Installed and clipped into position more than 18.1km of new rail

elded and adjusted more than 210 sections of rail to ensure alignment

Installed 92 pieces of new critical signalling equipment

Installed 1.1km of electrical leads ested 16km of signalling infrastructure cted and adjusted more than 17km of overhead wiring

More than 140 frontline staff worked each shift, with a total of 420 staff working within each 24-hour window

More than 70 pieces of specialised machinery were used during each shift.

RMS used a range of specialty attachments for the job.

One of RMS’ many latest attachments: a tinbin dry vac excavator.

Condition Monitoring

Wireless monitoring for rail

Wireless condition monitoring technology is becoming increasingly popular in rail applications. The systems enable engineers, project managers and other stakeholders to capture near real-time data and be notified instantly if movement occurs outside of tolerance parameters.

Used across all areas of rail infrastructure, wireless monitoring applications can be applied to railway tracks, embankments and slopes, bridges, and tunnels.

Commonly employed during construction or maintenance work on or around the rail infrastructure, wireless monitoring can also be used in longer term applications

to analyse structural integrity and overall condition monitoring.

Furthermore, zones of identified substandard formation may be monitored to inform owners as to where to modify rail operations and focus maintenance activities.

With a battery life of between 10- to 15years for each node, platforms such as Senceive are able to support large-scale projects and also monitor hazardous or hard-to-access areas with little maintenance required.

Position Partners Market Development Manager Andrew Jones said that the technology has met or exceeded customer requirements on all projects to date.

Senceive

“The power of Senceive’s technology is in its flexibility,” he said.

“Once we have a good understanding of the project needs, we can mix and match sensor nodes, select the best cellular communication gateway and set up the customer’s online portal with customised alert parameters and reporting.”

Senceive solutions combine three key elements: sensor nodes placed on or nearby areas to be monitored for movement; a solarpowered cellular communication gateway to collate data from the nodes and transmit to cloud-based servers; and lastly an online portal for customers to manage and analyse the data.

Australia and New Zealand distributor Position Partners has deployed the

platform to numerous rail projects across the region in recent years.

Senceive has been successfully deployed throughout the UK, Europe, Australia, New Zealand and Asia.

Depending on the application, nodes can incorporate a combination of:

• Triaxial tilt nodes available in a range of sizes to monitor movement of a wide range of structures, including embankments, tracks and more

• Piezometers to log groundwater levels and pore water pressure

• Millivolt sensor nodes to integrate a variety of structural and geotechnical sensors into a wireless monitoring system such as strain gauges on track bed

• Crack sensors that interface with linear displacement sensors to monitor for crack movement, pile separation, structural movement and expansion joint monitoring

• Optical displacement sensors to monitor the stability of the structure they are mounted to and the relative movement of a target structure

• Temperature sensors to monitor surface temperature of critical assets, that can be combined with triaxial tilt sensors for combined tilt and temperature monitoring When it comes to the communication gateway for transmitting data, Jones said there are two options for the Senceive system.

In addition to its versatility, Jones said that the system could be deployed quickly to suit a project’s changing requirements.

“In some circumstances, monitoring technology is urgently required in a short time frame and Senceive is ideal to meet

the monitoring data, Jones said feedback about the online portal has been positive.

“The ability to customise the alarm triggers is critical of course, to ensure the right stakeholders are alerted when they need to be without over-alerting that can lead to alarm fatigue,” he said.

“Senceive has a platform that has the in-built functionality to calculate the key track geometry parameters such cant, twist and settlement.”

According to Jones, autonomous, continuous monitoring of rail assets also has terrific safety benefits, helping with early warning for proactive management and reducing on-site maintenance.

“With the system setup and monitoring critical structures around the clock, there’s less need for engineers and surveyors to conduct site inspections and visits, reducing their risk exposure,” he said.

Senceive’s latest innovation, InfraGuard, includes the ability to visually inspect movement via cameras that are integrated with sensors to trigger when movement is detected.

InfraGuard is primarily intended to detect movement but can also include cameras that are triggered by tilt sensors – providing an instant view of potential problems so that users can differentiate between false alarms, smallscale movement, and large-scale movement that could represent an emergency, and all without visiting the site and still being able to make critical decisions to avoid potentially large and significant incidents.

Senceive sensors come in a range of sizes and types to suit project needs.

Wireless nodes can be used to measure all rail assets to suit the application.

Kempsey icon Bernie hangs up hat

When 16-year-old Bernie Keast headed off to sit his NSW Railways exam and have a medical examination, he didn’t expect he’d start his lifelong career just three days later.

Employment trends have changed a lot in the 47 years since Keast sat those exams and his last shift on Saturday, January 7, when he finished up as a NSW TrainLink senior customer service attendant at Kempsey railway station.

“It was a funny feeling knowing it was my last day. I had been really looking forward to it, but once it arrived, I had some mixed feelings,” he said.

Keast started working as a station assistant at the Kempsey railway station on December 17, 1975, after his father heard the station was looking for junior staff.

It was a bit of a culture shock for the teenaged Bernie. Growing up in a Christian family, he found a lot of his new colleagues smoked, drank and gambled – traits that he never took up.

“The shift work would have been difficult for a lot of those blokes,” he said.

“Kempsey was a pretty big station back then with between 40 and 60 staff.

“About five of us were juniors and did rotating shifts of 6am-2pm, 2pm-10pm and 10pm-6am so there was someone there the whole time.

“I’ve worked shifts most of my life, but in the past 10 years, day and afternoon shifts only.”

After starting his career at Kempsey in late 1975, Keast worked at several other stations before returning in 1983 and has been there

on motorsports and travel, with some of it of course by train.

NSW TrainLink chief operating officer Dale Merrrick wished Keastall the best in his retirement. “Forty-seven years serving the public is a long time. That sort of commitment is very rare now,” he said.

“He has been a familiar site at the Kempsey railway station for generations of customers and I know those customers will miss the care and attention he puts into the station and all those who go there.

“His passion for the customers will be very difficult to replace.”

Coffs Harbour area customer service manager Sonia Bertram said Keast was a motoring enthusiast who enjoyed participating in various car rallies around Australia.

Bernie Keast was part of the furniture at Kempsey station.

Top global employer certification for Alstom

Sustainable mobility leader Alstom has received Global Top Employer certification for the first time, with recognition in 22 countries compared to 14 in 2022.

This is the fourth consecutive year that the Alstom Group has received this distinction in Europe, the third year for the Asia-Pacific and North America region and the first year for the Middle East.

With an order book of €85.9 billion, Alstom maintains an excellent recruitment dynamic and is specifically targeting young talent to contribute to the challenges of smart and sustainable mobility.

Alstom chief human resources officer Anne-Sophie Chauveau-Galas said the award recognised the company’s ongoing commitment to making it one of the best working

“As a leader in smart and sustainable mobility, innovation and diversity are at the heart of our corporate strategy. We are looking for young talent to invent tomorrow’s mobility and grow

In Alstom’s recruitment strategy, young graduates are particularly targeted. The objective is to recruit more than 30 per cent of young graduates, doctoral students, dual

To ensure the integration and development of its young recruits, the company can count on a

On average, 21 hours of training are given to each employee worldwide per year, using

state-of-the-art technology. With a very broad catalogue, this training is notably digital and accessible anywhere, at any time from any type of equipment (computer, tablet or smartphone).

And Alstom University offers immersive virtual reality experiences through its regional campuses but also through the metaverse, immersive interaction platforms using avatars and 3D models accessible from personal computers or using virtual reality headsets.

“We also put a particular emphasis on the experience offered to our trainees, as well as their integration into the company,” ChaveauGalas said.

“In 2022, Alstom obtained the “Happy Trainee” accreditation in France, Canada and Brazil, as well as the “Happy Apprentice” accreditation in the UK. This demonstrates the company’s desire to continue offering the best possible experience for our trainees and apprentices.”

“Happy Trainee” is a certification based on an internal survey for apprentices and trainees. The aim is to evaluate the overall work experience of young talents and then to define areas for improvement in each country.

Opportunities aplenty with graduate program

Cassie Nason saw signs around university, proclaiming “Cross River Rail is coming!”, but apart from the improved public transport infrastructure, she didn’t think too much about it.

But then she joined UGL’s graduate program and, by coincidence, her first rotation was on CRR, the ground-breaking project transforming the rail network in Brisbane.

“I started the graduate program in 2021 and I was so excited to be on a project of that size,” she said.

“My role sat between the design team and the testing and commissioning teams. It was data focussed, ensuring we met all the information requirements for the project.”

Over the two-year program, graduates undertake two 12-month rotations with placements across the various lines of business.

“I’ve had a lot of input into my rotations. I’ve voiced my interests, and the type of work I’d like to get involved in, and UGL have supported that,”

“I’m now on a tender, still within transport, but I moved across to do more of the design

“I’ve had such a good experience so far and everyone’s been so supportive. There is a large network of engineers here, many of whom also went through the graduate program. It’s great to have a group of people to ask daft questions

“I feel what really improves my experience as a grad is being able to have a good group of friends and people who I am able to talk to.” said she knew someone who was already doing the graduate program who was

“I did a bit more research and saw that there were so many different lines of business and so

“UGL was appealing because they do end-toend solutions, which means that on a project, you can do design, construct and commission.

“At Cross River Rail we’ve been part of it from the start and we’re going to take it right through

“Following those phases, we also have the operations and maintenance side of some projects, so I think it’s really interesting in

Innovation and diversity are at the heart of Alstom’s corporate strategy.

Cassie Nason is delighted with the variety of work she has been involved with.

New year, new career at Melbourne Metro

For years Aurora De Cardenas thought home ownership was out of reach. But thanks to a new career path at Melbourne Metro Trains, she hopes to buy her first home in 2023.

“That’s the plan this year, we feel very lucky to be able to be in this position now,” she said.

Since the birth of her first daughter 12 months ago, De Cardenas’ previous role as a contractor where the hours and work were sporadic, no longer worked for her family. Now, as a Facilities Works Officer, Aurora inspects Metro’s 222 stations, scheduling any works needed to keep the network’s assets in shape.

Not being chained to a desk has been one of the best aspects of her job.

“My office can be anywhere on the networkyou never know where you’ll be,” she said.

De Cardenas is one of an increasing number of women changing careers and joining the rail industry. “I came with only my high school certificate. You get a lot of training in this job, you can move around within the company and try so many different things,” she said.

Metro Trains is currently recruiting for more than 60 positions – from project managers to

track inspectors. On top of this, Metro is also on the lookout for the next intake of train drivers. The new batch of trainees will join an established team of more than 1100 drivers.

With no experience needed for many positions and a generous pay packet, it’s hoped those who hadn’t thought a railway career was for them, may change their mind.

According to Metro Trains chief executive officer Raymond O’Flaherty, attracting those who wouldn’t have previously considered a career in the railways, requires marketing some roles differently. “Industries like nursing and hospitality have really transferrable skills while still being safety-focused and would make great candidates for many roles we have as we provide a lot of the training,” he said.

In 2022, Metro clocked up an Australian first, recruiting its 500th female driver which has now risen to 533.

In 2009, when Metro began operating the trains in Melbourne, there were only 26 female drivers. Metro is the first operating railway company made up of 37 per cent female drivers.

“At Metro, we want our team to reflect the

De Cardenas too hopes more women consider joining the rail industry. “Work and life balance is hard to find and Metro ticks all the boxes. I’m really happy,” she said.

To apply, visit www.metrotrains.com.au/careers/

Getting stakeholders on track to deliver

Manager for Next Rail (More Trains More Services Stage 2 North), Ibrahim-Bennett is charged with delivering operational readiness leadership support as the project implements improved customer experiences across the Illawarra and Airport lines in NSW. Coincidently, the Illawarra line was also her local train line growing up, and it feels like she has come full circle to be able to contribute to its upgrade.

Since joining John Holland in 2018, she has tackled various projects, from Sydney Metro Northwest (SMNW) to the New Intercity Fleet Maintenance Facility.

thoughts about working in rail or construction. I knew nothing about the industry and certainly did not think my qualifications would have been suitable,” she said.

“It was happenstance that a recruiter and a project director saw a unique opportunity in my accumulated experiences and offered me a design coordinator job and almost seven years later, it is hard to recollect a time before rail infrastructure.”

What does a Bachelor of Arts, a Masters in Cross Cultural Communication and delivering complex, high profile rail projects have in common? Everything for Audia Ibrahim-Bennett.

“My background both culturally and academically puts me in a really strong position to not just coordinate with stakeholders, but take their point of view, and look for a best for project outcome,” she said.

As John Holland’s Operational Readiness

“A career highlight to date was navigating the complex completion interfaces on SMNW in order to deliver network wide Building Certificates Australia compliance on time, which was integral in achieving first passenger service,” she said.

Ibrahim-Bennett.had previously worked in London as a design coordinator for rail and infrastructure projects, including the King Abdullah Financial District (KAFD) iconic metro station for Riyadh Metro, Saudi Arabia, and its adjacent cantilever bridge structure.

“Prior to my time in London, I had zero

Her experiences in the closing phases of complex, high-profile projects – and the project troubleshooting skills she gained along the way – have made her a passionate and vocal campaigner for early planning and budgeting of handovers and completions.

“I appreciate that project stakeholders represent cross cultural boundaries both in terms of sometimes differing rail terminology and their perspectives on what is important based on their role,” she said.

“Having a deep understanding of how to handle these environments through my studies and previous work, enables me to provide leadership in conflict resolution and getting everyone on track to deliver the project.”

Ibrahim-Bennett relishes helping shape the future of communities through rail infrastructure.

Aurora De Cardenas shines at her job.

Make the most of the moment

As the rail industry moves into another busy year in 2023, it will be approaching the peak of the huge wave of investment that is currently underway.

While the significant pipeline of work ahead of us represents great opportunity for the industry, it will be important to effectively manage the challenges that come with growth in the year ahead.

THE RAIL INDUSTRY CONTINUES TO GROW

The report shows that rail construction and maintenance activity rose to a record $12.9 billion in 2021-22.

That figure is expected to continue to rise in the years ahead, averaging $14.4b per year over the next five years.

While we should see the peak of activity in 2023-24, the rail industry will continue to support a significant program of work for many years to come.

The next decade is expected to see $129b in rail construction and maintenance, compared

to $96b over the previous decade. In the next 15 years, experts forecast rail investment will total $154b.

These figures show that the strong levels of investment we have seen in recent years are set to continue, providing a unique opportunity to shape the future of transport across the country.

MAJOR PROJECTS DRIVING DEMAND

The long term commitment of governments across Australia to invest in major rail projects recognises the significant benefits rail has to offer in our communities.

The industry saw the sixth consecutive year of rail construction growth in 2021-22, rising 2.9 per cent on the previous year.

It is clear there is strong demand for rail to meet our future needs and ensure the resilience of our cities and communities.

Rail is increasingly providing solutions to meet the demands of urban growth, with one commuter train taking 578 cars off the road to help ease congestion as our populations rise.

As the collective populations of Sydney, Melbourne and Brisbane rise to 10 million by 2060, rail will be more important than ever.

Rail is also a crucial part of more sustainable transport networks as we plan for a net-zero future, with operators increasingly seeking to deliver integrated transport

The Australasian Railway Association released its new Australian Rail Market Outlook report in December 2022, confirming the continued growth of the rail industry.

Caroline Wilkie, chief executive, Australasian Railway Association.

The rail industry saw the sixth consecutive year of rail construction growth in 2021-22.

CREDIT: SYDNEY METRO

solutions that encourage greater use of public and active transport.

Many of the new projects underway will help meet these demands, and support greater use of public transport in areas that may not be serviced by rail at the moment.

The market outlook report found projects across New South Wales, Victoria and Queensland would account for 77 per cent of major rail construction in 2023-24, with key projects such as the Sydney Metro, Inland Rail and Melbourne Airport Rail driving growth in the medium term.

In Western Australia, the WA Government’s METRONET program will ramp up, increasing passenger rail construction activity, after investment in the state has historically been driven primarily by expansions and upgrades to the privately owned heavy haul networks.

Activity is also expected to rise in the Australian Capital Territory as stage two of the Canberra Light Rail gets underway.

This significant focus across the country will help meet the modern transport needs of Australian residents and address historic underinvestment in rail compared to other transport modes.

OPPORTUNITY TO SHAPE NEW INNOVATION IN RAIL

As projects continue to be developed nationwide, there is a huge opportunity to foster new technology and innovation to support improved productivity, efficiency and a great customer experience across the network.

could save money and increase innovation in the industry.

The current approach can require multiple sets of documentation, studies, trials and evaluations to approve a product across different jurisdictions or networks, chewing up significant time in approving products that may already be in use in the industry.

The ARA is calling for a streamlined approach for existing products to improve efficiency, and free up more time to focus on assessing new products or technologies that have the potential to make a big impact on the future of the industry.

This approach would enable industry to put a greater focus on technologies and innovation that can help realise the full potential of new projects underway, and support the development of productive and efficient infrastructure that meets our long term needs.

Considering the scale of the rail investment pipeline, there has never been a better time to address these challenges to drive cost savings and improved outcomes for both governments and industry.

NEW POLICY SETTINGS TO MAXIMISE BENEFITS OF RAIL INVESTMENT

The strong investment underway also provides the ideal setting to introduce policy reforms to support the broader rail supply chain, with new projects driving demand for new rollingstock and increased maintenance.

In 2021-22, there was $2.13b in rail maintenance activity, and significant additional

the growth in the size of the network and the need to respond to increased weather events as a result of the changing climate.

Procurement and local content policy reform could deliver significant benefits for both governments and industry and increase the competitiveness of the Australian rail market.

For example, a national approach to local content policies would help industry achieve the economies of scale it needs to innovate, grow and compete, supporting the sustainability of the rail manufacturing sector that supports the industry.

Making these changes now would help drive the rail investment dollar further, create the space for innovation and further build local capability to meet the industry’s long term needs.

COLLABORATION IS THE KEY

There has, perhaps, never been a more exciting time to be in the rail industry.

The current investment in rail provides a unique opportunity to shape our future travel habits and transform our networks through new technology and innovation.

To make the most of this moment, collaboration between government, industry and the community will be key.

We are already seeking good examples of this collaboration across the country, and policy reforms could drive further efficiencies as industry delivers this significant program of work.

By making these changes now, we can support a strong future for the industry, and resilient communities that make the most of sustainable, convenient rail services as part of daily life.

The South East Queensland rail network will be transformed after the opening of Cross River Rail.

CREDIT: CROSS RIVER RAIL

Contracts, EOIs, Tenders

NEW SOUTH WALES Sydney Metro

A $16.2 million contract has been won by Built to house up to 200 workers for the transformational Sydney Metro -Western Sydney Airport project.

Built is set to start work on the dedicated project office at St Marys metro station site, with more than 300 to 400 tradespeople working on the construction of the building over the next several months.

Once finished, the new site office will see an influx of contractors and tradespeople to the area which will deliver significant benefits to a vast array of local St Marys businesses.

The new project site in Harris St, St Marys, will house more than 200 contractors working on the Stations, System, Trains, Operations and Maintenance contract.

The four-storey building has been cleverly designed so it can be disassembled and reassembled, providing opportunities for reuse on future projects.

The driverless 23-kilometre metro line will be a vital transport link from St Marys to the centre of the new Aerotropolis at Bradfield via the new Western Sydney International (NancyBird Walton) Airport, with six stations to be built along the alignment.

Sydney Metro has also awarded the contract for the final piece in the puzzle for the new metro station at Crows Nest, with the local economy set to benefit from new housing and job opportunities.

The contract for the air rights above Crows Nest Station, which has been awarded to Thirdi Group, includes a 21-storey commercial office building on the corner of Pacific Highway, Hume Street and Oxley Street, and 17-storey residential building on the corner of Pacific Highway and Hume Street above the station.

The new buildings will capitalise on easy access to the new Crows Nest Station, providing new jobs in the area, a range of new housing options and easy access to two major hospitals.

Sydney Metro has been working with the community since 2017 to refine the buildings above the station, with feedback helping to reduce the building height, reduce the number of car spaces and change the building use to increase local employment opportunities.

The community will again have the opportunity to provide its input and comments when Thirdi Group exhibits the detailed Stage 2 development application prior to starting construction.

When complete, there will be three new

buildings above Crows Nest Station. A W Edwards, the Crows Nest Station contractor, is delivering a nine-storey commercial office building on the corner of Hume Street and Clarke Street.

When Crows Nest Station opens in 2024, the local community will have fast and direct access to the Sydney CBD, with a trip to Martin Place taking only seven minutes.

Sydney Metro City & Southwest

Sydney Metro has awarded a $41 million contract for the intallation of new mechanical gap filler technology at train stations between Marrickville and Bankstown as part of the Sydney Metro City & Southwest project.

Hyundai Movex will design, supply and install 150 mechanical gap fillers, a first-ofits-kind technology in Australia, at stations being converted to metro standards on the Bankstown line.

The new mechanical gap filler technology works automatically, extending quickly from the platform to the train before the platform screen doors open, allowing safe and easy access for all customers.

While this technology has been used in international metro systems, the gap fillers for Sydney Metro have been developed specifically with the curved platforms of the T3 Bankstown line in mind and were selected based on their performance, reliability and safety.

Additionally, the contract awarded to Hyundai Movex involves the delivery of 360 platform screen doors for installation at eight stations on the Bankstown line.

Platform screen doors were used for the first time in Australia on the Metro North West Line.

The specialty doors will be installed at all Sydney Metro stations and are designed to keep people and objects like prams safe from the gaps between trains and platforms and allow trains to get in and out of stations much faster.

Hyundai Movex will work with its partners in Australia, including Ricardo Rail to deliver the mechanical gap fillers and platform screen doors this year.

Sydney Metro is Australia’s only fully accessible railway with level access between platforms and trains and lifts at all stations.

The upgrade of the Bankstown Line to metro standards also means all 10 stations between Marrickville and Bankstown will have lifts – including Punchbowl, Wiley Park, Canterbury, Hurlstone Park and Dulwich Hill, which will be made fully accessible for the first time.

QUEENSLAND Cross River Rail

ADCO Constructions has been awarded the contract to design and build the new Pimpama train station – the first of three being delivered on the Gold Coast through Cross River Rail.

Transport and Main Roads minister Mark Bailey said the South East Queensland-based contractor would start major works on the new station in early 2023.

“The new station will make it much easier for local residents to jump on a train, as they won’t need to go to Ormeau or Coomera to use the rail network,” he said.

Gold Coast-based State Government minister Meaghan Scanlon said while the contract for major works had just been signed, early works and site establishment activities had already started.

“Early works on the station access road, drainage and connecting infrastructure are also well underway and once complete, around 40,000 cubic metres of spoil – enough to fill about 16 Olympic swimming pools –will have been excavated and re-used where possible.,” she said.

Scanlon said the Pimpama community could look forward to a fully accessible stateof-the-art station.

“We want our new Gold Coast stations to be accessible to all of the community, which is why we consulted extensively with a specially formed accessibility reference group,” she said.

“Just a few of the accessibility features at Pimpama will be large taxi and kiss’n’ride bays, tactile boarding mats at boarding points and through-lifts on each platform.

“The new Pimpama station will also include a 40-bike lock-up enclosure, a pedestrian overpass and connections to local pedestrian and cycle paths.”

ADCO managing director Neil Harding said the company’s team of highly experienced rail and transport delivery experts looked forward to completing the important project.

“ADCO is thrilled with the opportunity to deliver this project, contributing to the growth of SEQ, in particular improving connectivity with other public transport networks between Brisbane and the Gold Coast, while also boosting local businesses and providing jobs for the local community,” he said.

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