Rail Express May 2022

I S S U E 4 | M AY 2022

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

Next generation rail crossing safety system A game-changing rail active level crossing protection system is set to improve safety in rural and remote areas. PAGE 34

Siemens: transforming the everyday for 150 years

Turning graduates into engineering professionals

Lubrication partnership keeps trains moving

PAGE 26

PAGE 31

PAGE 36

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Contents Issue 4 - May 2022

12

4

From the editor

6

Industry news

F E AT U R E S

22

Passenger comfort and care

26

Siemens: 150 years in Australia

THE WORKFORCE

16

22

31

Engineering a career with EEA

32

Alstom develops the next generation

SIGNALLING SOLUTIONS

34

RSS level crossing system a game-changer

RO L L I N G S TO C K A N D M A N U F ACT U R I N G

36

36

KSF-JSG partnership keeps trains moving

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

39

RISSB: structures, support, stock, Synergies

40

ARA: creating sustainable transport

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

42

The latest projects around Australia

I S S U E 4 | M AY 2022

40

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

Next generation rail crossing safety system A game-changing rail active level crossing protection system is set to improve safety in rural and remote areas. PAGE 34

COVER STORY A game-changing rail active level crossing protection system is set to improve safety in rural and remote areas. See page 34.

Siemens: transforming the everyday for 150 years

Turning graduates into engineering professionals

Lubrication partnership keeps trains moving

PAGE 26

PAGE 31

PAGE 36

SUPPORTED BY:

WWW.RAILEXPRESS.COM.AU | 3

From the Editor Issue 4 - May 2022

Published by:

Ray Chan Editor - Rail Express

11-15 Buckhurst St South Melbourne VIC 3205 T: 03 9690 8766 www.primecreativemedia.com.au

Publisher Christine Clancy E: christine.clancy@primecreative.com.au Chief Operating Officer Zelda Tupicoff E: zelda.tupicoff@primecreative.com.au Group Managing Editor (Southern) Sarah Baker E: sarah.baker@primecreative.com.au Editor Ray Chan E: ray.chan@primecreative.com.au Business Development Manager Alex Cowdery M: 0423 177 977 E: alex.cowdery@primecreative.com.au Client Success Manager Janine Clements E: janine.clements@primecreative.com.au Design Production Manager Michelle Weston E: michelle.weston@primecreative.com.au Art Director Blake Storey E: blake.storey@primecreative.com.au Design Kerry Pert, Aisling McComiskey Subscriptions subscriptions@primecreative.com.au

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4 | ISSUE 4 - M AY 2022 | RAIL EXPRESS

Welcome to the May issue of Rail Express

M

uch has been said about the return to rail.

As the nation recovers from its bouts with COVID, more and more people are turning back to public transport, and in particular to the trains, with their well-known features of sustainability, safety, reliability, speed of travel, and efficiency.

And of course, it’s a trend we all welcome.

But while industry gears itself up to meet the demands of a booming sector, sometimes the little things can be overlooked.

It’s great to see commuters return, yet it’s just as important to retain them as customers.

In this edition, we look at why it is so important to meet travellers’ expectations, guaranteeing trips that match their expectations.

From the initial ticket purchase in the station to conditions inside the rail car, the industry needs to offer experiences that make passengers eager to return again and again.

And often the factors that we take for granted are the ones that matter most.

When a train doesn’t arrive on time, the die is cast and a passenger already starts the trip in frustration.

In a world where hygiene is paramount, physical comfort requirements must also be addressed. Regular sanitisation and cleaning needs to occur, cab space must enable more room to move, and optimal ventilation has to be in place.

Mechanical and mobility devices play their part, whether it’s simply providing a ramp to close the gap between platform and train, doors that open quickly and smoothly, cabs that move with little vibration, or even ensuring interiors are well-lit.

And no longer should platform staff simply be officers checking tickets or directing people to train services. Passenger care and comfort extends to well-trained assistants who can help commuters with accessibility issues, for example. Or multi-lingual employees may be on hand to help those whose first language is not English.

In this current age of technology, the industry has unprecedented opportunities

to comprehensively monitor the comfort of its passengers’ experience and make improvements where necessary, so it’s no excuse for operators not to prioritise the quality of the journey.

Meanwhile, our cover feature looks at a game-changing ‘active’ level crossing protection system specifically designed for rural and remote areas.

Eliminating the use of higher-risk passive signage, the innovation includes a train detection system, a first in the railway industry.

Safe, clear, compliant regulatory signs provide clear unambiguous visual warnings to road users at all times, regardless of whether the crossing system is active or failed.

The release is particularly timely, as it comes in the wake of the Federal Government’s transformative $180.1 million regional level crossing safety program announced in the Federal Budget.

And did you know that this year marks global mobility specialist Siemens’ 150th year in Australia?

The company’s first task in this country was supplying 36,000 porcelain insulators for an overland telegraph line between Adelaide and Darwin in 1872, and it has literally never looked back.

Over many decades, Siemens has led the way in various rail industry innovations in Australia, and in this issue, we celebrate the company’s sesquicentenary with a glance through the years.

We also discuss initiatives designed to increase the number of people entering the rail workforce. Find out more about the courses being offered by Engineering Education Australia, and the strategies put in place by transport giants Alstom.

There’s also an article about bearings and seals specialist SKF Australia partnering with JSG Industrial Systems to provide the world’s most complete portfolio of lubrication solutions, as well as contributions from our industry partners.

We’re sure you will find the magazine an enjoyable read. ray.chan@primecreative.com.au

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News

National

Billions in budget boost for rail sector An artist’s impression of the new Thornlie station in Perth.

The Federal Government has pledged $17.9 billion towards new and existing projects in the infrastructure pipeline in its Budget.

With investments in every state and territory, the Government’s rolling 10-year infrastructure pipeline will increase from $110 billion to over $120 billion, a new record.

Among the projects are improvements to faster rail line between Sydney and Newcastle, to start by 2024 and finish by 2028.

There were also pledges for safety, skills and training initiatives as the rail industry continues to support the nation’s economic growth and recovery.

Key rail funding announcements confirmed in the 2022-23 Federal Budget included: PASSENGER RAIL • $1.6 billion for the Brisbane to Sunshine Coast (Beerwah to Maroochydore) rail extension, Queensland • $1.121 billion for the Brisbane to Gold Coast (Kuraby to Beenleigh) faster rail upgrade, Queensland • $1 billion for the Sydney to Newcastle (Tuggerah to Wyong) faster rail upgrade, NSW • $150 million Brisbane Metro Woolloongabba Station, Queensland • $135 million for the METRONET: ThornlieCockburn Link, WA • $116 million for the METRONET: High Capacity Signalling, WA • $100 million for the METRONET: Morrison Road Level Crossing Removal, Victoria • • $90 million for the METRONET: Yanchep Rail Extension, WA • $50 million Perth CBD Transport Plan – Swan River Bridge, WA • $$18 million Commuter Car Park Upgrade Frankston Line – Kananook, Victoria

6 | ISSUE 4 - M AY 2022 | RAIL EXPRESS

• $12.5 million Commuter Car Park Upgrades – Hampton, Victoria (additional funding for existing projects) • $13.2 million Commuter Car Park Upgrade - Woy Woy, NSW (additional funding for existing projects) • 32 million Commuter Car Park Upgrade - T1 North Shore, Northern and Western Line – Kingswood, NSW (additional funding for existing projects) • $8.3 million Commuter Car Park Upgrade – Panania, NSW (additional funding for existing projects) • $1.5 million Inner Canberra Corridor Planning Package, Victoria INTERMODAL FACILITIES AND FREIGHT RAIL • $3.1 billion in new commitments to deliver the $3.6 billion Melbourne Intermodal Terminal Package, Victoria • $300 million for the Grade Separating Interfaces Program to fund new grade separations in New South Wales along the Inland Rail route • $178 million for the Pinjarra Heavy Haulage Deviation – Stages 1 and 2, WA • $150.0 million for the Inland Rail Interface Improvement Program • $96 million for the Tasmanian Freight Rail Revitalisation Program – Tranche 4, Tasmania • $60 million for the Targeted Investments to Improve National Supply Chain Resilience, South Australia • $22.4 million Mid West Secondary Freight Network, WA • $14.4 million for the Melba Line Bulk Minerals Rail Hub, Tasmania • $6.4 million Great Southern Secondary Freight Network, WA

RAIL SAFETY • $180.1 million to establish the Regional Australia Level Crossing Safety Program and support activities under the National Railway Level Crossing Safety Strategy to improve level crossing safety in regional Australia.

This funding includes: o $160 million for upgrades to rail line level crossings o $6.5 million to deliver a national level crossing safety education and awareness campaign o $5 million to support research into and trials of new level crossing technologies and safety measures o $2 million for improved data collection and risk assessment for level crossings EDUCATION AND SKILLS • $954.0 million over five years from 2021-22 to introduce a new Australian Apprenticeships Incentive System from 1 July 2022, providing support to employers and apprentices in priority occupations • $365.3 million to extend the Boosting Apprenticeship Commencements and Completing Apprenticeship Commencements wage subsidies by three months to 30 June 2022, to further support employers taking on and retaining new apprentices • $2.8 million in 2022-23 to increase apprenticeship In-Training Support by an additional 2500 places for young Australians aged 15-20 years SUSTAINABILITY • $247.1 million over five years from 2021-22 (and $0.3 million per year ongoing) to support increased private sector investment in low emissions technologies including hydrogen.

PLANNING AND BUSINESS CASES • $77.5 million for a business case for Stage 2 of the Sydney Metro – Western Sydney Airport line, NSW • $22.5 million for Brisbane Olympic and Paralympic Games 2023 business case development, Queensland • $5 million Western Sydney Freight Line and Intermodal Terminal Strategic Business Case, NSW Prime Minister Scott Morrison said the Government’s record infrastructure investment was keeping Australians moving and supporting thousands of local jobs across the country.

“A strong economy means a stronger future,” he said.

“Continuing to provide record future funding for road and rail projects is a key part of our economic plan for the long term to keep our economy strong.

“By investing in these projects we are delivering the infrastructure that the Australian economy needs to grow, to get Australians home sooner and safer, and generate thousands of jobs and new opportunities for small businesses right across the country.

“Australia’s future success relies on a strong economy. Our strong economic recovery is being driven by our record funding for major road projects right across the country.

“Our investment in these infrastructure projects will support tens of thousands of direct and indirect jobs across Australia over the construction life of these projects, providing certainty and security for businesses and communities across the country.”

Welcoming the commitment to the Melbourne Intermodal Terminal Package, Port of Melbourne CEO Saul Cannon said both the Western and Beveridge freight terminals were critical over the long term to support economic growth and liveability by moving more freight on rail.

But he added that the Western Intermodal

Beveridge has been identified by the State Government as a prime location for Victoria’s interstate freight hub.

Freight Terminal (WIFT) should be given higher priority. With 37 percent of containers imported through the Port of Melbourne destined for the outer western suburbs, WIFT provides the most effective consolidation point for the majority of the Port’s international import and export containers that are located to the west and north of Melbourne, a 2020 Container Logistics Chain study by the Port had found.

“The port has always acknowledged the long term need for two intermodal terminals in the Melbourne metropolitan, however we believe the immediate priority should be WIFT,” he said.

“WIFT creates the most opportunity to shift more freight onto rail in the short to medium term.

“More than one-third of Australia’s container trade comes through the Port of Melbourne, and with container trade expected to triple over the next 30 years, it’s critical we get more freight movements on rail in the future, so this commitment to our national supply chain infrastructure is very welcome.”

Port of Melbourne is also focussing on increasing use of rail to move freight, with the port committed to investing more than $125 million in the Port Rail Transformation Project, which is designed to enhance existing and build new rail infrastructure within the port precinct to connect to metropolitan and regional intermodal freight terminals.

Cannon said the Port will continue to invest along with industry and government to maximise the efficiency and effectiveness of the port supply chain.

“Inland Rail needs to connect efficiently with other freight infrastructure, including the Port of Melbourne and metropolitan and regional intermodal freight terminals,” he said.

“Connection of Inland Rail to the Port of Melbourne, including a direct freight connection to Webb Dock, is essential if we’re going to meet the long term demands of consumers and business.

Australasian Railway Association chief executive Caroline Wilkie said the investment

in faster rail networks would improve the speed, frequency and reliability of services, as recommended in the ARA’s Faster Rail Report.

“Highways in and out of our cities are only getting busier, which means we must invest in faster rail to support the east coast’s sustainable development,” she said.

“Faster rail will enable rail travel times on regional rail lines to better compete with road, making it a more desirable and sustainable travel option.

“This will help avoid traffic gridlock and reduce transport-related emissions as populations rise.

“At a time when petrol prices are at record levels, this investment in faster rail will support regional economies and be good news for the many people thinking about a move from the city after the pandemic.”

The ARA also welcomed the allocation for a rail extension from Brisbane to the Sunshine Coast (Beerwah to Maroochydore).

Wilkie said the extension would strengthen public transport connections between Brisbane and this key regional centre. She said greater use of rail was crucial to support the nation’s growing freight task and maximise the benefits of the Inland Rail project.

“Moving more freight on rail delivers tangible environmental and safety benefits for the wider community,” she said. “Rail will meet three quarters of growing freight demand over the next decade, supporting strong supply chains for the long term.”

The ARA also commended the $180 million in new funding to establish the Regional Australia Level Crossing Safety Program to improve level crossing safety in regional Australia.

Wilkie said there are more than 23,000 level crossings in Australia and funding for initiatives that assess and improve level crossing safety and support education, and awareness was welcome news for the industry and those living in the regions.

She said the Government’s $954 million Australian Apprenticeship Incentive System and an additional $365 million to extend support to employers taking on and retraining new apprentices would deliver help address one of the most critical issues facing the industry.

“Rail is already in the grip of skills shortages for current projects and there is a critical need to attract, train and develop outstanding talent in our industry to support its long term growth,” she said.

The ARA’s Skills Capability Study predicted workforce gaps of up to 70,000 skilled workers by 2023, with some areas of specialisation already experiencing shortages.

WWW.RAILEXPRESS.COM.AU | 7

News

National

Ground-breaking work at interstate terminal Construction has commenced on the new Interstate Intermodal Terminal at Moorebank Logistics Park in Sydney’s southwest – the first of four modern and interconnected terminals which will enhance Australia’s supply chain and drive freight efficiencies between Sydney, Melbourne and Brisbane.

The new interstate terminal will service new modern 1800 metre trains, each with the potential to remove over 100 B Double trucks per train trip.

The terminal will be built and operated in Australia’s largest, strategically located freight logistic hub under an industry-first joint development model between Australian Government-owned National Intermodal Corporation, Qube Holdings Limited (Qube) and LOGOS. Once complete, Moorebank Logistics Park will comprise 850,000 square metres of modern warehousing and freight management facilities with a dedicated freight rail link to Port Botany and direct access to major highway networks.

The Federal Government has invested $514 million to date for the delivery of the Moorebank Intermodal Terminal Precinct, which will support over 1300 jobs during construction and around 6800 on-site and off-site jobs once the terminal is operating at full capacity.

Minister for Communications, Urban Infrastructure, Cities and the Arts, Paul Fletcher, said this was a major milestone in the delivery of the new interstate freight terminal which once complete, will strengthen supply chain resilience and take thousands of trucks off local roads each day.

“Investing in infrastructure to support

Turning the sod were Paul Fletcher MP (left), Darren Searle (LOGOS), James Baulderstone (National Intermodal), and Sean Hovey and Lachlan Benson (Qube).

Australian supply chains is a priority of the Government, to help support a growing population, to drive a growing economy, and so we remain internationally competitive,” he said.

“Connecting the Moorebank precinct in Sydney to key rail freight routes along the east coast, including terminals in Brisbane and Melbourne will support a major increase in freight volumes handled at the precinct, driving modal shift from long distance road to railbased freight transportation.

“The environmental impacts are also significant, with rail three times more carbon efficient than road per tonne of freight transported.

“Once fully operational, the precinct will take up to 3000 truck movements off Sydney roads

Once complete, Moorebank Logistics Park will comprise 850,000 square metres of modern warehousing and freight management facilities.

each day and reduce up to 110,000 tonnes of carbon dioxide emissions per year.

“Our investment in Moorebank is complemented by a $3.6 billion investment in the recent Budget for a Melbourne Intermodal Terminal Package, which will see the delivery of two new intermodal terminals Victoria that will connect to Inland Rail.”

Minister for Finance Simon Birmingham said these important terminals would provide additional resilience and strengthen the nation’s supply chains to ensure supermarket shelves remain stocked and exporters can get their product overseas as quickly as possible.

“As we continue to implement our longterm economic plan, is it critical that we have the necessary rail and terminal infrastructure in place to support the movement of goods around Australia and overseas in the most efficient and cost-effective ways,” he said.

National Intermodal Corporation CEO James Baulderstone said the innovative Joint Development Model would ensure the Interstate Terminal not only delivers long-term value for the Moorebank precinct, but boosts market confidence that freight can move between states efficiently, safely and sustainably.

“When complete, the Interstate Terminal will improve the way freight moves between all the mainland State capitals, and more locally, around the Sydney Basin. Our success will be measured by ensuring that increased volumes of products arrive where and when they are needed with improved efficiency and safety,” he said.

The Interstate Terminal at Moorebank is expected to be completed by March 2025.

8 | ISSUE 4 - M AY 2022 | RAIL EXPRESS

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News

New South Wales

Orange is the new hub for Country Regional Network UGL Regional Linx’s (UGLRL) new headquarters has been officially opened in Orange by Acting Premier and Minister for Regional NSW Paul Toole, and Minister for Regional Transport and Roads Sam Farraway.

Toole said UGLRL was delivering on its promise to deliver a new regional head office and purpose-built Network Control Centre as part of its $1.5 billion contract to operate and maintain the Country Regional Network (CRN) on behalf of Transport for NSW. “The CRN is the backbone of NSW’s regional rail network for all our customers, from our rail passengers to farmers and industry, and to today open the headquarters in Orange builds on NSW Government’s vision to deliver more jobs and major infrastructure in the regions,” he said.

“In a win-win for Orange, part of the former NSW Department of Primary Industries building in Kite Street, is now a rail operations and maintenance hub, with 75 UGLRL staff working from the new headquarters.”

Farraway said the team will be managing the CRN, which comprises 2400 kilometres of operational rail lines and 3000 kilometres of

John Pistak (left), Paul Toole and Sam Farraway at the opening.

non-operational corridors, 1300 level crossings and more than 900 bridges and 1200 property assets such as stations.

“The NSW Government has worked closely with UGLRL to ensure that not only will operational performance measures be met and exceeded ... and also that the positive impact of increased regional employment in

our communities is realised,” he said. “Other major depots on the CRN will be maintained

by UGLRL in Bathurst, Dubbo, and West Wyalong and satellite depots in Queanbeyan, Narrabri and Tamworth.”

UGLRL CEO John Pistak said Orange was a great choice for the new headquarters not only because it is a vibrant city, but because it is situated on the CRN. “Orange is strategically located along the CRN between numerous major depots and we identified this early on as the best place to establish the hub of our operations,” he said.

“We felt it not only logical, but very important to have our people living and working on the CRN. “Orange is a vibrant and rapidly growing city that has welcomed us with open arms and we are very excited to be establishing our headquarters here.”

The Kite Street building also houses the CRN’s Network Control Centre, previously operated out of Mayfield, Newcastle.

Most of UGLRL’s controllers have taken a career in rail for the first time and almost all are sourced from the Central West.

First autonomous TBMs roll into action

The TBMs will utilise innovative artificial intelligence software.

10 | ISSUE 4 - M AY 2022 | RAIL EXPRESS

Australia’s first autonomous tunnel boring machines (TBM) will be used to build twin nine-kilometre rail tunnels between Sydney Olympic Park and Westmead.

This work is part of the $2.16 billion Western Tunnelling Package awarded in February to the Gamuda Australia and Laing O’Rourke Consortium, which contracted worldleading manufacturer Herrenknecht to design, build and deliver the machines.

These two mega machines will utilise innovative artificial intelligence software, developed by Gamuda, to automatically steer, operate and monitor a number of Ttunnel boring functions.

While an operator remains in control, the autonomous system takes on all repetitive tasks from the operator with greater accuracy.

The technology also allows the TBMs to be more accurate and precise, reducing the time required to excavate the nine-kilometre tunnels, therefore saving project costs.

While these machines look the same as others used on Sydney Metro projects, this technology means exact tunnelling speed and force is used.

This lessens the impact on the equipment which reduces the amount of down-time for maintenance.

The autonomous machines will join a fleet of TBMs that will build 24-kilometre tunnels from the Sydney CBD to Parramatta with two TBMs scheduled to start tunnelling from The Bays to Sydney Olympic Park at the end of this year.

The two TBMs are expected to be in the ground by the end of 2023 to deliver the metro rail tunnels from Sydney Olympic Park to Westmead.

Each autonomous machine weighs 1266 tonnes, is 165 metres long, and designed to excavate through sandstone and shale.

They will tunnel an average of 200 metres per week with a team of 15 workers per shift.

Australian content for Parramatta Light Rail Australian manufacturing content will now be a requirement for Stage 2 of the NSW Parramatta Light Rail Final Business Case to ensure infrastructure projects lift local economies and create new jobs onshore.

Minister for Transport and Veterans David Elliott said he is committed to providing opportunities to manufacture transport assets in Australia that will benefit both commuters and taxpayers.

“This is an exciting time for Australian manufacturers and construction companies.

We are prioritising their skills, experience and assets ahead of overseas content,” he said. “Being able to build, design, and maintain transport assets locally also provides greater opportunities to support and upskill Australian workers in the delivery of public transport infrastructure.

“Transport for NSW will hold briefings with experienced local manufacturers to understand their capacity and capability to provide rolling stock and equipment locally, either wholly or partially.”

In addition to the industry briefings, the mapping of utilities such as water mains, electricity and gas, and geotechnical investigations will start this month and will form part of the Final Business Case

Local skills, experience and assets will be prioritised ahead of overseas content.

for Stage 2 of the Parramatta Light Rail.

The community will be notified prior to this important work commencing.

Underground investigations will be vital to support the planning work along the proposed alignment, connecting Stage 1 of the project to Ermington, Melrose Park, Wentworth Point and Sydney Olympic Park.

Stage 1 of the Parramatta Light Rail

is currently under construction and has created more than 5000 local jobs and has seen over 700 people working on the project each day.

The proposed Stage 2 of Parramatta Light Rail will connect to Sydney Metro West, heavy rail in Parramatta and Sydney Olympic Park, and ferry services at Rydalmere and Sydney Olympic Park.

Regional rail manufacturing future-proofed A $225 million NSW Government investment will future-proof the State’s rail industry by ensuring manufacturing remains onshore and that local jobs stay in the regions.

Acting Premier, Minister for Regional New South Wales and Member for Bathurst Paul Toole said the NSW Government will extend its contract with voestalpine Railway Systems vaRSAU boasts the most advanced manufacturing technology in the Southern Hemisphere.

Australia (vaRSAU) for five years, backing its commitment to deliver major infrastructure and jobs in the regions.

“This is great news for the Bathurst community and the expert workers at the local vaRSAU fabrication centre, who now have continued guaranteed work,” he said.

“Since 2015, the facility has grown to 70 staff, and we look forward to this investment creating even more local more jobs at a time they’re needed most.”

Minister for Regional Transport and Roads Sam Farraway said this contract extension recognises the world-class manufacturing skills in regional NSW and the important role vaRSAU plays in the State’s railway network.

“The NSW Government is committed to supporting local manufacturers, and this contract will continue to pave the way for further growth opportunities in Regional

NSW,” he said. “After a challenging few years, it is now more important than ever to invest in our local manufacturers and support regional economies.”

Sydney Trains Chief Executive Matt Longland said the Bathurst-based fabrication centre supplies all the Sydney metropolitan and greater NSW regions with their rail flash-butt welding, turnout and other track component requirements.

“Sydney Trains is committed to maintaining its trains and infrastructure to the highest quality and safety standards, and this contract is an integral part of this,” he said.

“It secures superior, locally-made parts for the State’s rail network to keep customers moving safely and efficiently, now and into the future.”

The contract extension is in place for five years, until February 2027.

WWW.RAILEXPRESS.COM.AU | 11

News

Victoria

Metro Trains fleets have lightbulb moment Metro Trains Melbourne is supporting a more sustainable network by switching out saloon lighting systems on its X’Trapolis and Siemens Nexas fleets to more modern and energy-efficient light-emitting diodes (LEDs).

The major lighting refit project will help Metro Trains become a more sustainable train operator, by reducing the power usage across the network.

The change is estimated to save up to 40 per cent of average lighting power per train – enough to service 377 houses for a day.

Beyond the sustainability benefits, the project will also improve the experience for passengers by increasing illuminance levels on trains.

The upgrade comes after recent lighting improvements carried out on the older Comeng fleet, and a successful LED trial on a small number of newer X’Trapolis 100 and Siemens Nexas trains.

LEDs not only save power, but they also have much longer lifespans than standard fluorescent lights. The lifespan of an average

LED light can be between six and 12 years – about five times longer than a fluorescent light bulb.

Metro Trains will upgrade 124 trains by the end of this year, with a further 158 trains to be considered for the upgrade over the next two years.

Public Transport Minister Ben Carroll said as the state worked towards a more sustainable future, it was investing in smart changes to the public transport network to reduce the carbon footprint.

“A simple lightbulb change on our trains can have a big impact on the sustainability of our public transport network,” he said.

Metro Trains CEO Raymond O’Flaherty said the sustainability of the network is a key priority for Metro, and this project is part of a broader plan to become a more energy efficient operator.

“These lighting upgrades will help us drive down power usage and improve the experience for passengers by providing brighter carriages for their journey,” he said.

The LEDs not only save power, but they also have much longer lifespans than standard fluorescent lights.

New dawn for Sunshine signal control hub A state-of-the-art train control hub that will be the nerve centre for services through the Metro Tunnel and on the upgraded Sunbury Line is up and running, bringing turn-up-and-go train services for Melbourne another step closer.

The Sunshine Signal Control Centre is purpose-built to support more frequent train services being delivered by the Metro Tunnel and is equipped with the new signalling technology that will enable Melbourne’s new fleet of bigger, better trains to safely travel closer together.

When the Metro Tunnel opens, High Capacity Metro Trains will use the new High The hub will oversee train services through the Metro Tunnel and on the upgraded Sunbury Line.

12 | ISSUE 4 - M AY 2022 | RAIL EXPRESS

Capacity Signalling system in the tunnel and on the new end-to-end Sunbury to Cranbourne/Pakenham line.

Communications equipment installed on trains and on the ground will transmit data in real time back to the control centres, where signal controllers will monitor train movements to ensure services are running safely and smoothly.

The Sunshine control centre will control trains on the Sunbury Line and through the Metro Tunnel to the eastern tunnel entrance in South Yarra, with capacity to manage future rail projects in the west including Melbourne Airport Rail, which will allow for a train every three minutes during the peak.

An existing control centre in Dandenong, which is receiving high-capacity upgrades this year, will monitor trains on the Cranbourne/Pakenham Line up to the eastern tunnel entrance.

Engineers have already hit the ground running at Sunshine, with the control centre being used to oversee testing of the new signalling system, with multiple high-capacity

trains on the Cranbourne/Pakenham Line for the first time.

Crews have clocked up hundreds of hours of testing on the Mernda and Cranbourne/ Pakenham lines in recent months, with this new phase set to last until mid-November, as multiple trains are put through hundreds of potential real-life scenarios.

The new system needs to integrate with Melbourne’s existing conventional signalling system, requiring a rigorous testing program to ensure all technologies are working together seamlessly.

When the Metro Tunnel opens in 2025, Cranbourne, Pakenham and Sunbury line passengers will have direct access to five new underground stations from Arden to St Kilda Road.

By taking Melbourne’s busiest lines out of the City Loop and through a new tunnel under the city, the project will create capacity for more than half a million extra passengers a week across the rail network and save up to 50 minutes on a return journey to key innercity locations.

Maroona to Portland upgrade business case The Australian Government has committed $2.2 million to fund a business case that will evaluate the upgrade of the Maroona to Portland Port Rail Line in south-western Victoria.

Key stakeholders have been advocating to upgrade the line from 19 tonne axle loads (TAL) to 23 TAL to strengthen the competitiveness of the line and benefit from adjoining lines with higher axle loads.

Minister for Infrastructure, Transport and Regional Development, Barnaby Joyce, said the decision to fund a business case builds on the work done by the Port of Portland which provided a preliminary economic case for the upgrade.

“We have enlisted the Australian Rail Track Corporation to prepare a business case focusing on a detailed analysis of the benefits as well as a market engagement process to determine

what volumes could be attracted to the line,” he said.

“Our Government is committed to improving freight across our regions, cities and ports, to provide regional Australia with the best pathways to get products to domestic and international markets.”

The business case will determine the full extent of the level of upgrade needed.

Joiyce said the more products and commodities the country exported, the more money it will earn to become as strong as possible, as quickly as possible.

Federal Member for Wannon Dan Tehan said the Australian Government is committed to building infrastructure that will secure supply chains into the future.

“The business case will determine the full extent of the level of upgrade needed including scope, benefits and beneficiaries, and it will be completed in 18 weeks,” he said.

“Our Government has listened to calls to explore upgrading the capacity of the Maroona to Portland Rail Line and this business case demonstrates our commitment to delivering a stronger future for our regions and for Victorians.”

Power surge for Sunbury Line high-capacity trains Round-the-clock works on train substations to enable bigger, better trains to run on the Sunbury Line were recently completed.

Crews worked 24/7 over six days to connect two new substations at Talmage Street in Albion and Willaton Street in St Albans into the network, and complete upgrades to an existing substation at Diggers Rest.

Six brand new substations have been built as part of the upgrade, including others at Delahey, Footscray, St Albans Road in St Albans, and one at Calder Park rail yard. Crews also installed new high-voltage cabling between the substations and the rail corridor.

The upgrades will enable new high-capacity trains to run on the Sunbury Line in the future, using smart signalling technology to safely travel closer together, meaning more trains, more often.

The trains will also allow space for 113,000 more passengers in peak periods every week once the Metro Tunnel opens in 2025.

From mid-2022 crews will connect the Footscray, St Albans Road and Delahey substations to the network, while at the new Albion and St Albans substations landscaping and design works will include planting indigenous species and installing decorative screens to complement the local environments, with design input from the community.

Crews have also made major progress on

piling and retaining walls for the new rail bridge that will replace the dangerous and congested Gap Road level crossing in Sunbury, which will be gone for good by the end of the year.

Gap Road/Station Street will be lowered under the existing rail line to preserve the heritage-listed Sunbury Station and to improve safety and ease congestion. New shared paths for pedestrians and cyclists will also be built.

The Metro Tunnel will connect the Sunbury Line to the Cranbourne/Pakenham line via twin

rail tunnels and five new underground stations: the CBD, Arden, Parkville and St Kilda Road, and a future rail link to Melbourne Airport.

In a further boost for the area, early works are underway on the Sunbury Road Upgrade.

The upgrade will be finished by 2025 and add extra lanes on Sunbury Road between Powlett Street and Bulla-Diggers Rest Road, as well as installing traffic lights, new walking and cycling connections and building a new bridge over Jacksons Creek.

The upgrades will enable new highcapacity trains to run on the Sunbury Line.

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News

South Australia

Rail privatisation contract may be terminated Peter Malinauskas has previously promised to establish an Independent Commission of Inquiry into the Return of Public Transport Services in South Australia.

All eyes are on South Australian Premierelect Peter Malinauskas as to whether he will aim to end the $2.1 billion rail network privatisation contract signed by the Marshall Liberal government.

In January last year, Keolis Downer took control of the rail networks as part of a 12-year contract.

In the lead-up to the state election, Malinauskas vowed to reverse the decision if elected, and bring the trains and trams back into public ownership and control.

“In our first 100 days, we will establish an Independent Commission of Inquiry into the Return of Public Transport Services,” he said.

Malinauskas said the Commission would be tasked to consider: • The most efficient and cost-effective method of ending or exiting any contract for the privatised operation of train and tram services, either by negotiation, with contract provisions, legislative means or any other manner.

• The separation costs of exiting the contract, if required.

• The appropriate way to return a trained and competent workforce to the public sector to manage and operate public transport services in a cost-efficient manner.

• An analysis of the privatisation process and the contracts to ensure no extraordinary, inappropriate or improper concessions or penalties have been inserted or created for “political or other purposes, to bind or frustrate, a future Labor Government”.

• The feasibility of the return of bus operations and services to the Department of Planning, Transport and Infrastructure (DPTI).

Malinauskas said such moves were not without precedence.

In 2006, Labor reversed the Liberals’ 1995 privatisation of the Modbury Hospital and took it back into State Government control.

The cost of bringing Modbury back into public hands, before the contract had ended,

was about $240,000. Employees had the option of transferring their annual leave and long service leave entitlements back to Government or having them paid out by the private operator, Healthscope, as part of the agreement.

Malinauskas said Labor believes public transport is an essential service that should remain in public hands to deliver social and economic benefits to South Australians and their economy.

“Many South Australians rely on public transport; whether they are workers, students, school children, those with mobility issues, or older South Australians no longer willing or able to drive,” he said.

“Too often, privately-run public transport services are focused on getting more people to catch fewer services – this inflates patronage levels, but to achieve this, there are fewer buses, trains and trams available to the broadest number of people. Some people are served well, while others miss out completely.

“Publicly-run transport services can be tailored to best meet the growing needs of our community. The Government has full control over what services are increased or expanded, without being subject to the requirements or contractual demands of private corporations.”

While on the election campaign, Malinauskas had said that “the very definition of Labor is work”.

“It’s business that creates opportunity and provides the chance for people to get jobs and be in work.”

Meanwhile, the new Government is also set to rebuild the Port Dock railway line and station linking Port Adelaide to the CBD. The pledge had been made leading up to the election, by Labor MP for Cheltenham, Joe Szakacs.

“South Australian Labor will build the Port Adelaide rail extension,” he said. “After being cut by the Marshall Liberal Government when they were elected, a Malinauskas Government will get rail back to the heart of the Port.

“This is an investment for the whole western community. It’s backing in local business and local jobs. And it’s part of Labor’s commitment to return our privatised trains back to public hands. It’s an investment for the future.”

The original Port Dock train service ended in 1981 and the station was redeveloped as the Port Adelaide Police Station and Magistrates’ Court. The former goods yard is now occupied by the National Railway Museum.

The nearest railway access to a station is well south of the Port Adelaide centre.

During Labor’s previous term, in a move to service a rejuvenated Port Adelaide waterfront precinct, the government had proposed building a 1km spur line and station running off the Outer Harbor line to connect the port centre to Adelaide. In 2019, the plan was put on hold by the Liberals, who claimed the project was too costly.

The project will be one of the early tasks for Labor’s longest serving MP Tom Koutsantonis, who retained his shadow roles of Minister for Infrastructure and Transport, and Minister for Energy and Mining.

In 2014, when Labor was in power, he announced a 20-year vision to bring together the Port’s “maritime past and future, its attractiveness as a tourism destination and its desirability as a place to live, not just visit”.

It followed on from the Our Port policy, which detailed a series of initiatives to revive the region. Under the precinct plan, 10 sub-precincts were identified within the Port, along with their potential to become a space for retail, tourism and hospitality, or residential, mixed-use, commercial or industrial developments.

“Maritime activities, such as locations for sail making, a boat yard and the showcasing of heritage vessels are a consistent theme for the inner harbour,” he said at the time.

The Port Adelaide rail extension is back on the table.

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News

Western Australia

C-Series railcars set to roll off WA rank

The C-Series railcar at the Bellevue facility.

The first C-Series railcar built in WA at the METRONET Bellevue Railcar Manufacturing and Assembly Facility has rolled into the next stage of production, and is undergoing testing at the newly completed High Voltage Testing and Commissioning Facility.

This is the first time a railcar has ever been tested in WA, with the previous B-Series railcars bought from Queensland under the former State Government, and deployed directly onto the network.

After passing a series of static diagnostic tests, the railcar, manufactured by Alstom, will get its final touches including installing seating, passenger information systems and external livery.

Six railcars will then be joined together to create the first train to roll onto the network later this year for nine months of intensive trials along the Mandurah and Joondalup lines.

This rigorous testing program ensures the future railcars can help move the more than 103,000 daily boardings on these lines as safely, efficiently and smoothly as possible.

The WA Railcar program is delivering 246 new C-Series Railcars and six new Australind rail cars over a 10-year contract, with more than 130 workers currently employed at the Bellevue workshop.

The project is on track to deliver its 50 percent local content commitment with more than 15 WA businesses currently delivering new components for the railcars, including: • Aerison - providing cab structures, fuel tanks and battery boxes for the C-series from its Forrestfield Fabrication Facility

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• Austbreck - supplying pantographs from its facility in Kewdale • McConnell - established a dedicated facility in WA to manufacture railcar passenger seats • Parker Hannifin - supplying piping from its Welshpool facility • Knorr Bremse Merak - supplying air conditioning units from its facility in Welshpool • Unique Metal - a Wangara sheet metal fabricator providing metallic components • Dellner - procuring components from WA suppliers to assemble couplers in Australia.

The facility’s assembly line set-up allows for different components to be installed as each railcar moves through five work stations. Windows, doors, floors, and ceilings

Work carried out on the railcar.

are among the first to be installed on each railcar, followed by the underframe and roof equipment.

The Bellevue Depot will be expanded to include a new diesel maintenance facility, B-Series maintenance facility, bogie and railcar wash facilities, railcar wheel lathe and an extensive railcar stabling yard.

Premier Mark McGowan said the project was “about railcars made by Western Australians, right here in WA”.

“Congratulations to everyone who has been involved in this major achievement for WA,” he said. “My Government is delivering on our commitment, to diversify our economy, return rail car manufacturing to WA, creating a pipeline of work and jobs for Western Australia.

“On behalf of WA, I am proud Western Australian workers are being recognised for their craft, ability and skills in manufacturing, which will be seen rolling off the production line and onto the network in due course.”

Transport Minister Rita Saffioti said the Government had brought back railcar manufacturing to WA for the first time since 1994.

“We’re delivering on our promise to build our trains in WA with local workers, creating greater capacity and capability locally,” she said.

“Another milestone has now been reached with the first six railcars now being built right here in WA to create our first C-Series train; they need to go under significant testing before they can take passengers, but this is a great achievement.

“The METRONET Bellevue Railcar Manufacturing Facility was the first METRONET project to be completed, and shortly we will be seeing the first completed train built in WA on our rail network.

“It is incredibly exciting to see this facility take shape and our brand new railcars being built in WA.” The State Government’s METRONET program is tracking along with 15 projects under construction, completed, in procurement or planning.

More than 10,400 workers have been employed across all METRONET projects under delivery, with projects like Morley-Ellenbrook expected to ramp up over the remainder of this year and contracts additional projects to be signed later this year, creating thousands of additional jobs.

This includes more than 230 apprentices and trainees, with 51 per cent of total expenditure across the projects spent on WA businesses to date.

Reasons for the runaway locomotive An Australian Transport Safety Bureau (ATSB) report says change management and risk assessment processes, and unclear communication of a safety-critical action to train drivers, contributed to the deliberate derailment of a runaway iron ore train in Western Australia’s Pilbara.

Involving a fully-loaded 42,500 tonne, 2.86 kilometre iron ore train, the incident made news across the country.

The systemic investigation into the November 2018 accident describes the circumstances leading up to the train’s runaway, which culminated in its intentional derailment, resulting in two remote locomotives, 245 ore cars and two kilometres of track infrastructure being destroyed.

When the train, which was being operated by a single driver on BHP’s Newman to Port Hedland railway, was about 211 kilometres from its destination, an inter-car connector separated, severing trainline communications between the lead locomotive and the ore cars toward the end of the train.

This initiated an automated emergency brake application, stopping the train as it approached Garden South, which was on a falling (downhill) grade.

Sixty minutes after the train stopped, and before the driver was able to secure enough of the ore cars’ handbrakes, the affected car control devices shut down, and the brakes were released on the majority of the ore cars in the train.

Two remote locomotives, 245 ore cars and two kilometres of track infrastructure were destroyed.

The train then began to roll away without the driver on board. In the ensuing runaway, the train travelled more than 90 kilometres over approximately 40 minutes, before BHP’s Hedland control intentionally derailed it at a crossover to an adjacent track at Turner South, about 120 kilometres from Port Hedland.

“A train runaway can cause injury or loss of life, and while there were no injuries as a result of this accident, it did carry a significant financial and economic cost,” ATSB Chief Commissioner Angus Mitchell said.

“A certain set of specific circumstances meant not completing a single safety-critical action – placing the automatic brake handle in the pneumatic emergency position – had a significant consequence.

“This safety-critical action relied extensively on the driver’s memory, and the investigation found there were limited processes in place to facilitate or cross-check a driver completing key safety-critical actions.”

The investigation found that BHP did not clearly communicate the importance and reasons for this action to its drivers, reducing the potential for the drivers to correctly recall this action.

The same error had been made on a number of previous occasions by other drivers responding to a similar type of event.

Mitchell said the ATSB considered more broadly why prevention of the runaway was dependent on a single safety-critical action.

“The ATSB’s investigation found that, while integrating a new electronically controlled pneumatic braking (ECPB) system with a number of already complex systems into its iron ore trains, BHP managed this integration at an individual system level, rather than through the application of a structured engineering approach,” he said.

Subsequently the operator did not identify and manage significant characteristics of how these systems interacted in response to certain fault conditions.

“As a result, BHP’s trains configured for ECPB operation were potentially vulnerable to a runaway event should a unique combination of events and conditions occur,” he said.

In addition, the investigation identified that, while BHP’s risk assessment for its rail network identified numerous causes and critical controls for incidents such as runaways, it was broad in scope and had limited focus on the causes and critical controls for a train runaway event.

“Although the operator had identified the need for the safety-critical action in its

The train had travelled 90km before being derailed.

procedures in April 2017, this risk assessment did not include the procedure for responding to brake pipe emergencies and penalties as a critical control, and it did not test the effectiveness of this procedural control,” Mitchell said.

Following the accident, BHP reviewed the risk management framework associated with rail-mounted equipment interaction, updated the risk assessment, and added additional controls related to potential train runaway events.

It also made changes to its controls by revising the operating instruction for brake pipe emergencies. These included a form for drivers to complete confirming they had cross-checked the actions undertaken in response to a system generated emergency brake application with train control prior to leaving the locomotive cab, and amending the instruction to clearly advise the importance of placing the automatic brake handle in the emergency position.

Given that the train stopped at 3.40am and the driver was conducting a series of seven consecutive night shifts, the ATSB also examined BHP’s processes for managing train driver fatigue.

The ATSB found that the BHP roster patterns for fly-in fly-out train drivers were conducive to result in cumulative sleep restriction and levels of fatigue likely to adversely influence performance on a significant proportion of occasions, and BHP had limited processes in place to ensure that drivers actually obtained sufficient sleep when working these roster patterns. However, based on the available evidence, the ATSB did not conclude that fatigue contributed to the runaway event.

The report notes BHP has commissioned external fatigue experts to undertake a range of evaluation and development activities, and has formed a working group to optimise train driver rosters.

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News

Queensland

$450 million injection for Gabba station A total of $450 million will be provided for the Gabba Brisbane Metro Station, in a project aiming to provide enhanced transport connections and support the 2032 Brisbane Olympic and Paralympic Games.

The Federal and Queensland Governments and the South East Queensland (SEQ) Council of Mayors have signed a joint deal to deliver $1.8 billion worth of infrastructure that will transform the region. The breakdown consists of a $667.77 million investment from the Commonwealth, $618.78 million from the state and $501.62 from the Council of Mayors, plus $75 million from industry.

It delivers a significant package of investments that will generate thousands of local jobs, boost digital and transport connectivity, enhance liveability and support one of the fastest growing regions in the country.

Prime Minister Scott Morrison said South East Queensland was one of the fastest growing regions in Australia, and with the population expected to continue to grow, it is crucial to invest in the infrastructure it needed to thrive for decades to come.

“From Brisbane to Toowoomba, Ipswich to the Sunshine Coast and everywhere in between, this deal delivers for South East Queenslanders,” he said.

“The economic impact of this major

investment will be significant, with more than 30 projects set to generate more than 2000 jobs, while ensuring that the state is in the best position possible to host a successful 2032 Olympics.”

Queensland Premier and Minister for the Olympics Annastacia Palaszczuk said the cooperation between all levels of government would ensure that the region has the right infrastructure in place as the population grows.

“The City Deal provides vital infrastructure to plan for our growing population, which includes new transport links for the Gabba in time for the 2032 Olympic and Paralympic Games.”

A new Gabba Metro Station will improve linkages between cross-river rail and the Brisbane Metro at the Woolloongabba Olympic venue, creating long-term improvements to the

public transport network and transformational city shaping opportunities.

Other key projects in the deal include: • $285 million for the SEQ Liveability Fund to deliver projects of social and economic priority for the councils • $150 million for the SEQ Innovation Economy Fund to support capital projects that promote and grow the region’s innovation economy • $105 million for resource recovery infrastructure to develop a region-wide approach to managing waste and progress the region to a circular economy • $70 million for digital connectivity projects to support place-based telecommunications infrastructure and improved digital connectivity.

Concept art for the new Gabba Metro Station.

Brisbane tunnel unearths Jurrasic bark A petrified tree trunk dating back to the age of dinosaurs has been found in one of Cross River Rail’s tunnels, helping experts paint a clearer picture of prehistoric Brisbane.

Cross River Rail Delivery Authority CEO Graeme Newton said the stump found beneath Kangaroo Point – affectionately known as “Jurassic Bark” – was as old as 220 million years.

“While Cross River Rail will transform how we travel to, from and through Brisbane in the future, it’s also helping us understand what was here before us – long before the first primates had even begun to evolve,” he said.

“When we started tunnelling beneath Brisbane, we knew we were bound to come across some old material, but I never thought that we’d find something that was alive while the supercontinent Pangea was

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only just beginning to break apart. It’s a massive find, and another great example of how Cross River Rail is far more than just a rail project.”

Queensland Museum Head of Geosciences and Principal Curator of Paleobotany Dr Andrew Rozefelds said the trunk was fossilised after being covered in ash flows from a volcanic eruption.

“Brisbane 220 million years ago was a pretty exciting place to be for all the wrong reasons, thanks to the active volcanoes in the area,” he said.

“This tree stump was petrified in South East Queensland’s equivalent of Pompeii – only it would have been early dinosaurs rather than humans fleeing the eruption.

“Ash falls, gas clouds and rock fragments

would have covered all the vegetation in its path, entombing the tree trunk in sediment while the material slowly cooled into the rock that Cross River Rail iprojects are now tunnelling through.”

Rozefelds said the find would help provide a more complete picture of what Brisbane was like over 200 million years ago.

“The trunk itself, as well as the fossil pollen from the sediments around it, can tell us a lot about the plants and flora that was around at the time,” he said.

“With this information, we can actually reconstruct the vegetation there 220 million years ago, which really helps our understanding of Brisbane’s geoheritage.”

The tree trunk is undergoing preliminary investigations at Queensland Museum.

New electrical hub supercharges SEQ rail

The new high voltage traction power substation.

A multi-million-dollar project to boost reliability of Queensland Rail services has been completed, with the commissioning of a new high voltage traction power substation at Moolabin (near Tennyson).

Queensland Rail Executive General Manager SEQ Assets, Sarah Dixon, said the newly commissioned power substation was the latest instalment in the State Government’s nearly $62 million investment to safeguard reliability

and future-proof the South East Queensland rail network.

“In a nutshell, this Moolabin substation will boost our existing electrical infrastructure to ensure trains have a reliable power supply, even when incidents on the network occur,” she said.

“Moolabin can pick up the slack if another substation isn’t able to operate, for example, if it needs to be switched off for maintenance, reducing disruptions to customers.

“It is also about futureproofing our growing rail network.

“This program was established to reliably supply traction power to support the introduction of the 75 New Generation Rollingstock (NGR) trains and to support future additional services.

“Queensland Rail continues to deliver the largest number of services in the organisation’s history, with 8392 weekly services now operating across the South East.

“With this new electrical hub now online, it safeguards reliability, provides operational flexibility for the traction power network and increases electrical capacity for the future.”

The newly commissioned substation at Moolabin features artwork by local artist Simon Degroot, who translated natural plant details of the surrounding areas into abstracted shapes.

Dixon said as part of the State Government’s investment, work on renewing Mayne’s electrical substation (near Bowen Hills) was also underway, while other substations at Northgate and Yeerongpilly had recently been completed and were in operation.

“We are committed to providing a worldclass railway system now and into the future and continue to look for ways to further improve the reliability of rail services for Queenslanders,” she said.

New digital maps showing accessibility features for South East Queensland train stations are being rolled out, to make journey planning easier for all.

Transport and Main Roads Minister Mark Bailey said the new station maps complemented the $500 million Station Accessibility Upgrade Program underway across the South East.

“The Government is committed to providing accessible public transport for all, which is why we are delivering a program of works to progressively upgrade train stations,” he said.

“The new station maps simplify journey planning by showing the layout of all 152 stations, including station entry points and how platforms can be accessed via lift, ramp or stairs, as well as platform area that is level

C R E D I T:R A I L G A L L E RY.C O M.AU

Queensland commuters can digitally map train trips

The new station maps show the layout of all 152 stations.

with the train doors. They show the location of important features including hearing loops, accessible toilets, help phones and accessible parking and importantly, they show which paths of travel through the station are accessible.

“It is essential to make public transport as

easily accessible as possible so people can participate in their communities and access vital services, and this initiative seeks to support this.

“Providing transparent and accurate information about the network will help customers to travel safely and confidently.

“These new maps will go a long way to ensuring everyone can easily understand how to access our high-frequency public transport network as it continues to evolve.”

The maps will be uploaded on the Queensland Rail website and can be accessed from a computer or smartphone.

Progressive roll-out of audio descriptions will launch alongside them next month to assist vision impaired customers with their journey planning.

WWW.RAILEXPRESS.COM.AU | 19

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News

New Zealand

Titanic effort for titanic infrastructure project Sturdy, strong, steel ‘titans’ are starting to reveal their mechanical muscle to advance the next stage of New Zealand’s largest transport infrastructure project.

The titans are three heavyweight cranes being assembled at the City Rail Link (CRL) Mt Eden site to help bring big and safe changes for Aucklanders.

CRL’s Link Alliance deputy construction manager Dale Burtenshaw said the cranes each had enough grunt to lift 450 tonnes.

The cranes will lift and position a gigantic steel bridge span 46 metres long and weighing 160 tonnes to support a new pedestrian and cycle overbridge across the Western/North Auckland Line at Porters Avenue.

“The span is a very big steel hull and a lot of technical planning will be involved to make sure it is positioned precisely and safely,” Burtenshaw said. “This is a job that will mark another important development to progress CRL.” The span will be the “foundation” for the overbridge. Railings, stairs, lifts and push ramps will be installed later this year to give walkers, cyclists and those with prams, mobility scooters and wheelchairs easy and safe access over the rail corridor. The bridge is also designed to

An artist’s impression of the Porters Avenue project.

cleverly conceal a full range of public utility services that also need to cross the rail line.

It will provide access to the redeveloped station at Mt Eden and to the extensive residential and commercial expansion planned around the station.

The original Porters Avenue level crossing was closed to vehicles and pedestrian in 2020.

Vehicles will continue to use alternative routes when the overbridge opens.

“There is currently one railway line at Porters

Avenue, but when CRL opens there will be four so safe access for everyone is an important issue for CRL,” Burtenshaw said.

The completed Porters Avenue overbridge will reflect cultural designs linked to nearby Maungawhau/Mt Eden, and it will be built to maintain privacy and light to neighbouring properties.

Porters Avenue is one of four permanent bridges being built over the rail corridor at CRL’s Mt Eden site.

A great innings from KiwiRail’s oldest locomotive The replacement of KiwiRail’s oldest diesel shunt locomotive with a modern, zero-emissions equivalent symbolises the

The 85-year-old shunt engine, TR56, is farewelled at the Hutt Workshops.

transformation going on in KiwiRail. The 85-year-old shunt engine, TR56, is being replaced by a new, battery-powered shunt, as part of the Government’s $1.6 billion investment in replacing KiwiRail’s ageing locomotives and wagons, and upgrading mechanical facilities.

KiwiRail acting chief executive David Gordon said TR56 began working in New Zealand in 1936, and since the late-1960s had been based at Hutt Workshops – bringing locomotives, carriages and wagons onto and off the shop floor.

“It has served us well all those years but we have moved into a new era. Its replacement offers improved control and safety, and is fully electric. It is part of a renewal across KiwiRail that is preparing us for a low carbon future.”

Gordon said diesel trains already have 70 per cent fewer emissions than heavy trucks, per tonne of freight carried. However, KiwiRail was focused on further reducing its environmental footprint.

“Like the Government, we are aiming to be net zero carbon by 2050 and, as a start, we are committed to reducing our overall emissions 30 per cent by 2030,” he said.

“Rail currently only carries about 12 per cent of New Zealand’s freight task. If we want to reduce transport emissions, rail needs to carry more. New, low emission locomotives and ferries will improve service reliability and encourage more Kiwi businesses to put their goods on rail.”

KiwiRail has received 14 new 300 tonne battery powered shunts and two new 110 tonne shunts, for use in workshops, and is currently working towards the purchase of at least 35 larger shunt engines, with the aim of them being electric or hybrid-diesel.

TR56 is being gifted to the Rail Heritage Trust of New Zealand, which will lease it to Silverstream Railway in Upper Hutt.

It will be used to pull passenger carriages on the short section of line the heritage railway owns.

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Passenger Care and Comfort The right room temperature inside the vehicle goes a long way to creating a feeling of well-being.

The ride’s as important as the journey As more commuters return to rail, it’s important for industry to recognise the importance of the passenger experience.

Even though increasing numbers of business and leisure travellers making a welcome return to rail, the key to retaining them as customers lies in guaranteeing trips that match their expectations.

From the initial ticket purchase in the station to the rail car, the industry needs to offer experiences that make passengers eager to return again and again.

Whether it’s running on time, or addressing physical comfort requirements such as stringent cab hygiene, better seat material, having more room to move or using optimal ventilation, the industry has unprecedented opportunities to comprehensively monitor the comfort of its passengers’ experience and make improvements where necessary.

PASSENGER PRIORITIES A recent UK report on what passengers want when they travel on trains reveals priorities that are common to Australia.

The research, undertaken by the independent watchdog for transport users in the UK, Transport Focus, involved asking 14,300 passengers across the country to rank a series of 30 possible improvements to their rail service, in order of priority.

The survey found the top priority for improvement was punctuality, with commuters wanting a reliable railway that delivered on the promise of the timetable day in and day out.

Improving value for money came a close second and while passengers did not

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realistically expect prices to drop, they did expect the basic promises of the industry to be met in return for their fares.

Passenger comfort was also important, with many prioritising the need to get a seat on the train. While the industry is enjoying a resurgence in current times, it has struggled to provide the extra capacity to meet this demand.

As Transport Focus chief executive Anthony Smith outlines, more and more services have run on increasingly congested infrastructure, often with a knock-on hit to reliability and punctuality. These basics – being reliably on time and getting a seat – also contribute to passengers’ perceptions of value for money.

So when delays or even disruptive industrial action occur, it is understandable that passenger dissatisfaction escalates.

• Priorities by journey purpose Smith said reliability, punctuality and value for money were key improvement areas for all groups regardless of journey purpose.

“But while the ranking order of priorities is similar, there are differences in the priorities between commuters, business and leisure passengers,” he said.

“Commuters are more concerned about the core timetabled service, including with frequency of trains, disruption due to engineering works and journey times. While still not a high priority, commuters also place greater importance on making it easier to claim compensation for delays.

“They also place great emphasis on a robust, consistent, reliable delivery of the basic service.

“For business and leisure passengers, there is more of an emphasis on the quality of the journey. Business travellers are more concerned about staying connected while travelling, with greater emphasis on free Wi-Fi and a better mobile phone signal on the train.

“Leisure passengers are more concerned about getting a seat on the train and that toilets on trains are clean and well maintained.”

• Priorities by age While the key priorities remain the same, analysis by age factors revealed some interesting differences.

“As may be expected, older passengers are more concerned with getting a seat on the train and with clean, well-maintained toilets on long journeys,” Smith said.

“Passengers aged 16–25 are much more concerned about journey times and environmental impact than older passengers.”

• Priorities for passengers with disabilities There were also notable differences in priorities for improvement between passengers with a disability and those without.

“For passengers with a disability, toilet facilities, step-free access, improved security and availability of staff to help are more important,” Smith said.

“However, it is also important not to underplay the importance of the ‘core product’

– passengers with disabilities still placed reliability and punctuality, in addition to their fares offering better value for money, as their top priorities.”

• Passenger expectation at stations It was clear that train performance and the experience on the train tended to feature more prominently in the overall list of priorities for improvement than station issues.

“However, there is still value in identifying passengers’ views to help inform station improvements,” Smith said.

“Having completed the main priorities exercise, passengers were presented with a separate, more detailed list of station facilities and asked to select which they felt needed to be improved at the station where they start their most frequent journey.”

The station facilities included in the list comprised platform facilities (such as seating, toilets, shelter), information (departure boards, public address system, help points), general station amenities (refreshment outlets, shops, cash points), ticketing and step-free access.

The research again showed a quite pragmatic approach from passengers. The emphasis was on improving basic station amenities: toilets, seating and shelter.

THE COMFORT FACTOR The development of new high-speed trains has promoted an evolution in coach interior design, aimed at making railway transportation more attractive. New requirements have been set, namely high levels of comfort and safety.

Historically, the importance of comfort was first highlighted in the 1970s, when academic researchers Osborne and Clark from the University of Swansea began to establish systems that measured passenger comfort, and tried to obtain assessment results using

questionnaires and surveys. Their research focused on how best to obtain quantitative assessment data from a survey, leading them to study the best methodologies for assessing passenger comfort in two areas.

The first area concerned aspects of the transportation system itself, such as ride, carriage and organisational comfort. The second area related to behavioural aspects.

Their studies offered them a new understanding of passenger comfort, a definition of the concept of comfort, and insights into its relationship with passengers’ other travel experiences and complementary factors that influence comfort, such as temperature, ventilation, illumination, photic stimulation, pressure changes, travel length and task impairment.

For the Knorr-Bremse Group, based in Munich, comfort has always been key, as it carries out its mission to make mobility on railways safe, sustainable and environmentally friendly.

A number of highly innovative systems and solutions from the group are already helping to make train travel quieter, easier and more comfortable.

The company points out that passengers often give little thought to the surface beneath their feet when boarding: that little step that folds, slides or swivels out helps them to enter the train quickly, effortlessly and safely, particularly by bridging the gap between platform and train.

Knorr-Bremse has introduced folding steps, for example, which are controlled by the door drive, so no separate drive or control components are required. Sliding steps cleverly vanish beneath the vehicle.

Swivel steps, employing kinematic solutions, often come into use when extension paths need to be precisely defined.

Little steps that fold, slide or swivel out help passengers enter the train quickly, effortlessly and safely.

Public transport operators in Germany are coming under increasing pressure to install such systems across their networks, with legislation stating that accessibility of public transport must be in place from 2022.

Meanwhile, Knorr-Bremse in the USA is currently supplying systems for light rail vehicles that use hydraulic leveling systems to raise and lower the boarding height to match the platform, making it much easier for passengers to get on and off. The existing hydraulic braking system is designed with the ability to supply the additional leveling cylinders installed in the bogie area along with the standard steel springs.

Then there are sliding door systems. By improving the sound insulation of both exterior and pocket sliding doors, the company significantly reduces the noise level in the compartment (and thus for the passengers).

Whereas conventional seals only close at the side edges of the doors, these systems have a mechanism that lifts the door leaf before closing – so the upper and lower edges are sealed too.

Besides enhanced noise insulation, this means less cold air is forced into the vehicle, especially at high speeds.

The bottom line for passengers is that they can travel in comfort at a constant temperature, stretch their legs or read the paper without feeling a cold draft and getting a stiff neck.

Meanwhile, the train crew can control the compartment temperature with efficient ventilation and air-conditioning (HVAC) systems that use less energy.

GETTING INSPIRED Siemens Mobility is among the many rail transport providers which have made passenger comfort a priority, as exemplified in its latest version of its lauded cutting edge electric multiple unit (EMU) train, the Inspiro, which is designed specifically for metros (mass rapid transit systems).

As Siemens Mobility Country CEO for Australia and New Zealand, Raphaelle Guerineau, told Rail Express last year, the mass transit vehicles cater to the needs of customers, from train width to sitting capacity and other comfort factors, while being manufactured to meet firm sustainability targets.

“Mass transit providers in cities and metropolitan areas in the 21st century face tremendous challenges,” she said.

“Passenger volume, post-COVID concerns as well as the need for sustainable transport solutions are growing. Our response has been to use cutting-edge technologies that fully meet the needs of operators and passengers

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Passenger Care and Comfort

while also protecting the environment. We are leaders in this.

“Public transportation must ensure that passengers are transported in a safe and comfortable environment.

“Commuters today expect to travel in a friendly and connected environment.

“We have the highest level of customisation to meet all our customer requirements. When we design systems, we look at the length, the width, the number of doors and all the equipment’s insights, for example.”

The comfort characteristics start from the outside, with large entrance doors welcoming passengers into the Inpiro.

Inside, a thoughtfully designed interior with wide passageways impart a generous feeling of space.

The innovative ambient lighting system, with its carefully placed groups of lights, creates a pleasant atmosphere; while instead of the usual grab poles and hand rails, Inspiro offers innovative and distinctive supports in the form of a stylised branched tree, allowing several passengers to hold on while maintaining a comfortable distance from others.

Some of the passengers supports in the Inspiro also feature large displays that provide information at convenient places throughout the car. Known as “virtual conductors,” they can also be used for other purposes, such as advertisement or entertainment.

Additional displays can be installed on the side walls.

GOOD VIBRATIONS In a joint paper for the Foundation for Science and Technology, PhD students Patrícia Filipa Pinheiro da Silva and Joaquim Mendes pointed out that the evaluation of ride comfort is vital to understand and assess the quality and experience of a passenger on a train journey.

“The passenger level of comfort is a combination of physical and psychological factors,” they said.

“Therefore, the ride comfort can be affected by parameters such as vibration, temperature, acoustic noise, humidity, smell, visual stimuli and design layout.

“Vibration is considered as the main parameter to affect the users’ comfort, as once it is caused by the train motion the passengers are subject to it throughout the trip due to the contact with the seat, backrest and the floor.

“Due to the influence of vibration, the ride comfort evaluation methods are based on the passenger’s exposure to it.

“The discomfort of the passengers will increase with the increasing time of exposure to vibration and its level. The condition of

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Passengers with disabilities value cab spaces, yet still place reliability and punctuality as their top needs.

the railway vehicles and the track conditions such as railway profile, rail irregularities or curvature will influence the passenger’s perception of comfort.”

As these parameters were not the same in all, it was difficult to establish a universal standard for ride comfort of railway vehicles, they added.

COPING WITH COVID COVID has had undeniable impact on passengers’ travel patterns and priorities – not least when it comes to personal safety, space on the train and cleanliness.

According to Edina Hadzovic, a systems safety engineer who delivered projects with rail consulting firm Systematiq, a large source of this concern is through maintaining social distancing on board a carriage.

“Practising social distancing outdoors has been a shift Australians have responded to well, however, maintaining a healthy distance within a constrained space poses additional challenges which at times may be out of a person’s control,” she said.

“However, despite these challenges, key rail operators around the nation have continued to find alternate ways to improve the safety standards on trains to aid in the comfort of passengers.”

As an example, Hadzovic cited the High Capacity Metro Trains (HCMT) used by Metro Trains Melbourne, a project which Systematiq is involved with.

“The increased capacity on the HCMT will provide additional capability to practice social distancing on trains as we progress into a COVID-normal environment. Further, the HCMT will also automatically estimate the passenger load, which will have the ability to be accessed remotely,” she said.

As well, with an existing fleet where the luxury of additional capacity or enhanced ICT systems may not be available, rail transport

operations have turned to rapid digital innovation to tackle the environmental, social and health effects of the pandemic.

Today, systems rely on recorded digital measurements in addition to surveys, and enable a broader quantifiable data set that can show baselines figures, changes and trends.

All aspects of bogie dynamics can nowadays be measured, from the quality of the track to the movement of the car body – as well as noise, vibration and harshness measurements, which indicate the reality of the journey. Within the carriage, factors such as air temperature, humidity, internal noise volumes and general ride quality can be accurately measured.

Of interest, New South Wales Transport has invested in an upgrade to the Opal Travel app, which now provides passengers with updates of the expected levels of crowding during their normal departure times.

Instead of utilising a digital on-board passenger counting system, authorities measure the weight of train carriages and then gauge the additional weight of each passenger to calculate how close to capacity a section is.

“It is additional investments like these which will help promote passenger safety and comfort, and continue to keep Australia’s public transport system in a healthy financial status,” Hadzovic said.

“As we address the increasing demand and Government priority for large infrastructure projects, Australia’s rail network is effectively building a culture whereby compliance with relevant standards is merely the benchmark for safety, performance and overall quality.

“The HCMT and Sydney Rail are exemplar demonstrations of how rail transport operators are prioritising the provision of an enhanced customer experience through rapid innovation to address environmental and socia challenges.”

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150 Years of Siemens

Transforming the everyday for 150 years Celebrating its 150th year of operations in Australia in 2022, transport solutions provider Siemens Mobility remains firmly committed to the country’s economic and technological growth.

Global technology company Siemens owes its formation to the genius of its founder, Werner von Siemens.

The German electrical engineer and industrialist laid the foundation for today’s Siemens AG (Siemens Aktiengesellschaft in full) in 1847, with his design for the pointer telegraph. The 30-year-old inventor hit upon an idea for substantially improving the electric telegraph developed by Charles Wheatstone and William Fothergill Cooke.

Together with precision mechanic Johann Georg Halske, he established the telegraph construction company TelegraphenBauanstalt von Siemens & Halske to manufacture his new device.

In 1848, the young company won a contract to build Europe’s first long-distance telegraph line. Extending largely underground from Berlin to Frankfurt, the roughly 670 kilometre link went into operation in February 1849.

In 1868, having formed the company Siemens & Halske with brothers Carl Wilhelm and Carl Heinrich, he embarked on a capital-intensive project that was both technologically and logistically demanding: the construction of a telegraph link between Europe and India.

Building of the line, which was

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commissioned by the Indo-European Telegraph Company, began on Russian territory and took place in three phases stretching from the Prussian-Russian border to Tehran.

After only two years of construction, it put the “Indoline” into operation in April, 1870.

Instead of 30 days, it now took only 28 minutes to transmit messages from London to Calcutta – a sensation at the time.

The successful implementation of this major project earned Siemens & Halske international acclaim and marked a high point in the company’s business activities. von Siemens is also renowned for discovering the dynamo-electric principle, and constructed the dynamo machine, the forerunner of modern, large-scale electric generators, in 1866. Recognising the economic significance of his invention, his company quickly took out patents to ensure his right to commercialise it.

After roughly 10 years of development and testing, the dynamo was ready for series production in 1875. Its launch marked the start of a new era in the history of electrical engineering. The ability to generate and distribute large amounts of electrical energy at low cost gave a major boost to the economy.

In 1879, von Siemens presented the first electric railway, powered by electricity supplied via the rails. This was a significant breakthrough, as previously, engineers and designers had been trying to adapt electric motors for transportation. von Siemens immediately recognised railways’ potential for mass transportation, and two years later, in 1881, the company produced – at its own expense – the world’s first tramway, which went into operation in Berlin.

The self-propelled cars had a size and features similar to their horse-drawn predecessors, with electric power provided by a DC dynamo machine of the kind normally used to generate power for lighting systems. The wheels served as the power pickups, because the current ran through the rails.

This first tramway was a milestone in transportation technology, and began the triumphant development of electric railways – whether trams, subways or high-speed intercity rail.

From these humble yet impressive beginnings, the Siemens name has grown to be a global trademark, with the company now a giant shaping the mobility and technological evolution of countries across the world, including, of course, the Pacific region.

SIEMENS IN AUSTRALIA Not content with working across Europe and Asia, the Siemens group extended its telegraphy expertise into Australia in 1872, marking the entry point of the company’s work in the country.

The company’s first task was supplying 36,000 porcelain insulators for an overland telegraph line between Adelaide and Darwin.

The South Australian Government would ultimately take on project management and commercial risk for the ambitious project, under the leadership of Postmaster General and Superintendent of Telegraphs, Charles Todd. Todd’s party was reliant upon camels and drivers to transport materials across the dry interior, as had been pioneered by the Indoline breakthrough.

With the overland sections of the line joined, it was Todd himself who on August 22, 1872 would tap out the first message using a portable relay set at a remote camp. Nine months behind schedule, the 2700-kilometre Overland Telegraph Line and its 11 repeater stations cost the then princely sum of £479,175 — more than AU$104 million in today’s money.

Today, the Adelaide to Darwin Overland Line is recognised as one of the great engineering achievements of 19th century Australia, and is credited with opening up telegraph communication from Australia to the world.

In 1879, the first railway interlocking machine was used in NSW, made by signalling manufacturers McKenzie, Holland & Westinghouse, which Siemens was to later acquire.

Typical of the multi-levered mechanical devices used in NSW railway signal boxes and on station platforms from the 1880s, it comprises a collection of levers for operating railway points and signals brought together in one machine. It was designed so that it prevented conflicting signal functions being set up simultaneously which might cause an accident. Before this, points were worked independently of each other, often by pointsmen in cabins stationed along the line.

This machine was exhibited at the Sydney International Exhibition from 1879 to 1880. At the time, Britain led the world in the design and manufacture of safe railway working apparatus. The patent for the first interlocking machine was taken out in England by John Saxby in 1856 and by the 1870s thousands were in use in Britain but not in NSW. It was both the display of this McKenzie & Holland machine in Sydney, together with the 1878 train collision at Emu Plains west of Sydney the year before, that prompted the NSW railway commissioners to introduce interlocking machines on NSW railways in 1881.

Siemens’ electrified tramway network in Hobart, the first in the southern hemisphere.

Image: Jim Davidson Australian postcard collection, 1880-1980, National Library of Australia.

The overland telegraph line being built between Adelaide and Darwin.

The formal registration of Siemens and Bros in Australia in 1894.

This interlocking machine is significant because it was the forerunner of all interlocking machines used in NSW. In 1893, Siemens was contracted to build an electric tram service in Hobart, which became the first successful electric tramway system in the southern hemisphere.

It had several unique features: it was the only Australian system to use double deck trams as standard vehicles; it was the first street tramway on a rail gauge of three feet six inches in Australia and survived to be the last; its use of bow current collectors throughout its life was unique in Australia; and in 1949 it became the first tramway system in the world to use automatic conversion of AC to DC power supply.

The line was also at first operated by Siemens itself, before the Hobart Electric Tramway Company Ltd took over, until the Hobart City Council assumed ownership in 1913.

The trams were attractive single deck vehicles with enclosed saloons and open sections, painted maroon and yellow, outlined in gold. The fleet grew to 29 vehicles, the last three being large double bogie trams which were very popular. Most of the original fourteen trams lasted the life of the system.

In 1910, power signalling arrived in Sydney, with the commissioning of the Sydney Station Box. This installation was electro-pneumatic and controlled from a miniature lever frame supplied by McKenzie, Holland & Westinghouse.

Over the next few years, the company would be involved in signal box installations at several other sites.

In 1930, there was another milestone when Siemens made its first point machine. The company has become a leader in this field, with several upgrades to units made in ensuing years, enabling points to be switched reliably, allowing for increased train throughput and a high level of operational safety. It also considerably improves the dynamic operating characteristics and prolongs the life of the track body.

Another impressive breakthrough came in 1936, when Siemens was contracted to lay the submarine telephone cable between Victoria and Tasmania, a world record distance at the time.

In the 60s, the company made its presence felt at the State Electricity Commission of Victoria’s railway system in the Yallourn/ Morwell area.

Siemens provided about 40 electric locomotives to transport coal from the open cut Yallourn mine to both the power station and the briquette factory at Morwell. The tracks ran around the various levels of the site on unballasted sleepers with the posts for the overhead wire attached to extended sleepers.

In other fields, Siemens was also leading the way, with its technologies used in projects such as the Parkes radio telescope, the Snowy Hydro Scheme, and provision of colour TV transmitters and componentry.

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150 Years of Siemens

But the rail sector was where Siemens kept on making a name for itself. In 1968, the New South Wales Government Railways installed 96 Siemens audio frequency track circuits on the newly electrified Liverpool to Glenlee line.

Between 1979 and 1991, Siemens delivered the microprocessor controls for the motors of every Melbourne tram put into service.

In 1990 Siemens installed the first Westrace Interlocking unit in Australia: an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings.

In 1992, it received the contract to supply Sydney CityRail with a train radio network.

And in 1999, Australia made global Siemens history when the rail energy saver, Metromiser, was installed in Adelaide - the first in the world market. The system was designed to support drivers and planning staff for light-rail, suburban and metro systems.

In short, drivers received an on-board advice that enabled them to reach the stations in time with respect to maximum coasting.

It used a timetable optimiser, an off-board based software program checking the energy efficiency of timetables. Using basic data (acceleration, rolling behaviour of the train, topology, passenger flows, etc), it draws up a new energy-optimised timetable fitting in with the existing running schedule of the railway network.

The other component was an on-board unit which converts the data into driving recommendations such as: “make full use of permitted speed”, “coast” or “brake”. The OBU has learning capacity: the specific rolling qualities of the individual vehicle (which may differ even within one vehicle class) are recorded and used for the calculation of further recommendations.

At the turn of the century, Siemens’ presence in the industry continued to grow in strength.

Melbourne’s National Express Group awarded Siemens the supply and maintenance contract for 62 new trains and 59 new trams.

It also completed the signalling works for the Alice Springs-Darwin Railway - the longest Australian rail construction undertaken in over 100 years.

In 2005, it was involved with the overhead electrification project for the Perth to Mandurah line, and in 2007, it received a $9 million contract to install the railway signalling for the newly-electrified Craigieburn Rail line in Victoria.

Siemens proved its leadership in the sustainability field in 2008, when it delivered the first electric locomotives in Australia.

Freight transport company Pacific National placed an initial order of 23 units, with the first delivered in February 2009. In July 2010,

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the order was increased to 32. By 2012, Pacific National had ordered a further 10 locomotives, bringing the fleet of Siemens Class 7100s to 42, and a total of 163 locomotives in Queensland.

Siemens also provided the train-borne distributed control system (TCMS) for the Regional Rail Link (RRL) in Victoria, one of the most significant and complex infrastructure projects in the state’s history, and the largest public transport development in Australia during its construction.

The $4.8 billion project, jointly funded by the Australian and Victorian governments, took approximately six years from commencement in 2009 to completion in 2015.

RRL has removed major bottlenecks in Melbourne’s rail network, expanded the regional network and created significant extra capacity for metropolitan and regional services. It has delivered 90 kilometres of new rail track, including dedicated regional tracks from the suburbs of West Werribee Junction to Deer Park and along the existing rail corridor from Sunshine to Southern Cross Station in Melbourne’s CBD. Another coup came in 2013, when Siemens was contracted to South Australia’s first electrified passenger train network. The project delivered the electric traction power infrastructure as part of the government’s Rail Revitalisation project.

It comprised the detailed design, procurement, construction, testing, commissioning and warranty for a complete 25kV traction power system, including a SCADA system that monitors and controls the equipment. The additional use of Siemens SVC PLUS technology in the

Siemens is the only trackside railway company with Australian-made recognition.

substation increased power quality, reducing the risk of power failures, and improving the stability of the system.

Meanwhile, a couple of other landmarks were achieved.

In May 2013, Siemens formally took over Invensys Rail, recognised as a designer, manufacturer and integrator of railway equipment, including automation, signalling and controls.

And in a first for the Australian market, Siemens was awarded the AustralianMade registered trademark, a significant accomplishment as the company is the only trackside railway company with AustralianMade recognition, with the signalling and rail detection products manufactured in Australia.

As Siemens Mobility CEO Raphaelle Guerineau points out, Australian-made technology makes it easy for rail operators to know that the equipment they are using meets Australian standards and is produced specifically with Australian conditions in mind.

“Manufacturing and servicing of the technology here in Australia retains local skills and knowledge. Siemens sees a future where Australian-Made is the global mark of quality and innovation,” she said.

Indeed, the company has more than 100 patents and patent applications in Australia and New Zealand, with over 4250 products locally designed and assembled in Australia. It also has achieved more than 650 rail equipment type approvals. The spend on research and development is on average $4 million.

In 2021, Siemens Mobility was awarded two contracts worth around $190 million by the

New South Wales Government to significantly upgrade the rail network in metropolitan Sydney.

Aiming to improve the overall efficiency and capacity of the rail network, the total contract consists of two key packages, including the introduction of a new Traffic Management System (TMS) along with the upgrading of Sydney Trains’ network conventional signalling to a digital ETCS-L2 train control system.

This work is part of the NSW Government’s broader Digital Systems Program, a ‘once in a generation change’ to replace legacy signalling and train control technologies with modern, internationally proven, intelligent systems. The systems are due to be available for operation in 2023.

The TMS will be integrated with the new European Train Control System (ETCS) Level 2 technology, which is today’s leading technology running on some of the best and most efficient rail networks worldwide.

The Digital Systems Program upgrades will enable more frequent and reliable services and increase capacity to allow 24 trains to operate during peak hours and up to 30 trains per hour for recovery from disruptions.

The other key project element will include implementation of Automatic Train Operation (ATO) that assists drivers by providing more frequent, reliable, and consistent train journeys. Train drivers will remain in control but will be assisted in improving operations and reducing journey times, which subsequently benefits passengers.

Siemens Mobility also developed the Train Control System for the entire Melbourne metropolitan rail network, ensuring commuters arrive at their destination every day of the year; and, in Queensland, engineered software to monitor noise from cooling blower fans to significantly reduce noise in residential and ecological areas, with the product installed on about 110 locomotives.

In 2017, the company expanded its portfolio in the field of predictive maintenance by digitalisation through its acquisition of the MRX Technologies Group, founded and headquartered in Perth., and which offers services in Australia and the UK for manufacturers and operators of rail systems including the mining sector.

Demand for the Siemens expertise in Australia continues to run strong, with other examples of projects including the Gawler electrification scheme in South Australia, e-inspection overhauls for BMA Rail as well as the powering of stage 2 of Gold Coast Light Rail in 2017, the award of the Sydney traffic management system contract in 2020, and

Siemens is a staunch supporter of Australian manufacturing, with local research, design and innovation facilities in Perth and Melbourne.

the implementation of Project iTRACE, the standardised barcoding system that collates data on assets and materials used across the rail industry.

THE NEXT 150 YEARS Today, Siemens technology can be found supporting many industries and critical projects around the world, from resource-efficient factories, to smarter buildings and cleaner and more comfortable transportation.

Siemens Mobility, with an emphasis on digitalisation, is enabling mobility operators worldwide to make trains and infrastructure intelligent, increase value sustainably over the entire lifecycle, enhance the passenger experience and guarantee availability.

Siemens also actively supports local industry, governments and stakeholders to understand and prepare for key economic and societal changes such as the fourth industrial revolution (Industry 4.0), the transition to “intelligent infrastructure” and a “sustainable energy” future.

A strong supporter of ESG principles, Siemens prioritises the mental wellbeing of its employees, with 15 trained mental health and first aid officers on board.

The diverse management team comprises 43 per cent female executives , and the culturally diverse workforce includes employees from over 30 different nationalities.

In fact, Siemens enables 31,000 jobs in Australia and its operations are linked to a GDP contribution of approximately $4.3 billion.

The company employs approximately 2000 people across all the Siemens entities in Australia and New Zealand, including all capital states.

In addition, Siemens Mobility’s rail business has two manufacturing sites in Melbourne and Perth and a service centre in Mackay, as well as people working directly on customer sites including remote regions. It recently supported the local Mackay community during the initial period of COVID, to source and donate essential supplies to allow organisations to remain open.

“We’re increasingly focusing on the future of transport globally, and are also committed to helping industrial companies become more productive, efficient, flexible, and therefore more competitive,” Guerineau said.

The Siemens mission is clear: by constantly reflecting in the present the guidelines, values, principles and core ideas that have provided orientation to the company throughout its history, and by infusing them with life, it makes an important contribution toward the company’s identity – both for Siemens employees and for the societies in which it operates as a business.

Siemens technologies are a part of the fabric of Australia, and have played a role in transforming the everyday for millions of people in this country.

Its relevance in Australia has always been and will continue to be via the application of the latest technologies to help address current challenges facing the nation.

For 150 years Siemens has been supporting the building blocks of the nation. And through technology with purpose and passionate people, the company is motivated to continue to be an integral part of Australia’s future for the next 150.

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Next generation rail crossing safety system

RAIL EXPRESS is compulsory reading and a vital tool for all people working in and around the rail sector.

A game-changing rail active level crossing protection system is set to improve safety in rural and remote areas. - PAGE 34

Rail Express is Australia’s authoritative business to business rail publication.

Siemens: transforming the everyday for 150 years

Turning graduates into engineering professionals

Lubrication partnership keeps trains moving

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The Workforce

Turn graduates into efficient engineering leaders EEA is shaping engineering graduates in the rail industry into proactive professionals and future leaders.

Engineering Education Australia (EEA) has partnered with the Australasian Railway Association (ARA) to create the Engineers Australia’s Graduate Learning Program – Rail, a professional development program for engineering graduates in the rail industry.

The program is designed for organisations in the rail industry that are ready to invest in their graduate workforce and shape them into efficient and effective engineering professionals.

EEA General Manager Alexandra Sparvell said the rail sector in Australia continues to grow, and requires dedicated and well-rounded engineers to deliver on the current and future pipeline of work.

“Combining the learning and insights from both the ARA and EEA, our focus is to deliver an outstanding graduate program for the rail sector that will give graduates the many skills they need to thrive as engineers,” he said.

Designed in consultation with engineering organisations and the ARA, this engaging and flexible 18-month program helps new engineers develop the skills to achieve business results.

Content within the program aligns to the underpinning knowledge engineers need to start their journey towards Chartered status.

ARA Chief Executive Officer Caroline Wilkie said the inclusion of the ARA’s Understanding Rail course as part of the program would help provide a strong understanding of the rail industry in Australia and New Zealand.

“We are delighted to be partnering with Engineering Education Australia on this comprehensive professional development program,” she said.

“Engineering professionals are in high demand as the rail industry delivers on a $155 billion pipeline of work over the next 15 years alone.

“This collaboration will give graduates a strong understanding of the many facets of the industry and provide an insight into the range of ways they can build a long and rewarding career in rail.”

The program will give graduates the many skills they need to thrive as engineers, while showing them how to continue developing these skills independently into the future. It will give

Participants will learn about the rail industry’s contribution to the economy and community, and understand how the range of businesses that make up the rail supply chain work together.

them a greater understanding of the impact of their work and decisions on others.

To participate, graduate(s) must have an engineering degree in any discipline and been working in an engineering-related role in the rail industry for two years or less.

The program is carried out as a completely online learning experience, allowing graduates to continue their professional development from any location.

The mix of flexible online education practices includes experiential and social learning, interactive webinars, virtual workshops, engaging materials with coaching and support. The program is flexible and content and delivery modes can be customised to meet business needs and complement other learning programs.

• Personal empowerment module This module lays the foundations for professional and personal growth. Participants are equipped with the skills to take personal responsibility for the planning and development of their own careers. They go on to develop self-awareness in order to regulate their emotions and improve interpersonal skills.

•Understanding rail module This provides a comprehensive introduction to the rail industry. Participants will learn about the rail industry’s contribution to the economy and community, different types of rail infrastructure and rollingstock, rail specific asset management practices, how to safely operate a rail network, understand how the range of businesses that make up the rail supply chain work together.

• Project management module This module focuses on the skills and processes required to plan and execute successful projects that deliver desired business outcomes. Practical skills to leverage stakeholder relationships and manage projects are developed through a range of learning activities.

• Professional skills module This builds leadership and professional capabilities to drive innovation and respond to a rapidly changing environment. It will challenge ability to think critically and work collaboratively.

A focus is placed on sustaining success throughout graduates’ careers and pursuing goals such as Chartered status.

THE EEA PROMISE As Engineers Australia’s training provider, EEA is embedded in the world of engineering. It keeps a constant watch on industry trends and emerging technologies, and ensures all training courses, workshops and programs are designed around today’s engineers.

All EEA training facilitators are esteemed industry experts, providing a real-world context, and all learning contributes towards Continuing Professional Development hours with Engineers Australia. EEA focuses on making sure the training offered is relevant and flexible.

For more than 30 years, it has delivered on this promise. EEA is a trusted partner of public and private sector organisations throughout the country and to thousands of individual engineers who have gone on to gain or maintain Chartered status.

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The Workforce

Developing the next generation of rail sector professionals With competition for resources at a high, mobility leader Alstom says its commitment to diversity and its graduate program have helped in its recruitment processes.

The pressure on the labour market is driven by many factors. In addition to the mobility issues arising from COVID, there has been a rapid demand for resources as a result of a massive growth and delivery phase in the industry.

Rail Express spoke to Alstom Human Resources Director, Australia and NZ, Alanna Billington, about how the company is coping with the issue, and how it’s affecting operations in Australia.

“I think the clear consensus coming out of the AusRAIL conference was that it’s not an industry-specific problem,” she said. “We know many industries that are facing skill shortage issues, particularly in the construction and manufacturing sectors – industries that traditionally compete with rail jobs.

“Alstom is fortunate to have a very diverse portfolio, supported by an expansive local footprint. To date we have been able to manage our workforce across the country to ensure we continue to successfully deliver on our commitments to our customers.

“As new projects continue to develop, there is more pressure for everyone on cost, and delivery timeframes. Managing this pipeline of work and resources efficiently will be key to future success.

“We are confident that we have the systems, processes and know-how to navigate these times successfully – but it is a challenge.”

Alstom is currently delivering major rail projects throughout Australia including the manufacturing regional and suburban rolling stock in Victoria and Perth, digital signalling programs in Queensland, NSW and Victoria and many long-term service and maintenance contracts across many fleets through Australia.

While the variety of skills required to deliver this range of projects is extensive, Alanna said it also builds a very strong and comprehensive knowledge base within the organisation.

agile in our way of thinking about how a role can be done. Our industry has been, and in some cases continues to be, quite traditional in the way we believe projects need to be delivered, with all of the resources located together to deliver them.

“If there is one thing that COVID has shown us, it’s that we can do things differently.

“For example,we recently recruited for a critical hard-to-fill role for a project in WA; that resource is based in NSW but it was able to support the team remotely. Previously there would have been a view that role had to be based together with the team. So this initiative enables us access to a wider pool of resources.”

Alanna stressed the value of a diverse and inclusive workforce.

“From a business perspective, diversity brings you diverse ideas, knowledge, wisdom and perspective, and inclusivity brings it all together with respect that ultimately drives superior outcomes,” she said.

“It is commonly reported that equitable employers outpace their competitors by respecting the unique needs, perspectives and potential of all their team members.

“We are very strong advocates for a diverse and inclusive workforce – exemplified by our comprehensive diversity and inclusion strategy that focuses on continuing to drive gender diversity and gender equity, enabling more opportunities for aboriginal and Torres Strait islander people, increasing disability employment opportunities, ensuring an inclusive environment for our LGBTQIT+ colleagues and the development of our young professionals.”

Alanna said COVID had obviously meant some adjustments were required to how the company operated. “But witnessing the agility of our teams and their ability to adapt to new environments was quite inspiring,” she said.

THE RECRUITMENT CHALLENGE “Whenever you talk to anyone in the industry at the moment, attraction and retention of resources is critical,” Alanna said.

“While ensuring we have a diverse recruitment strategy is key, there is not one solution.

“We need to ensure that we continue to be

ATTRACTING GRADUATES Alanna said while the industry had changed significantly over the past couple of decades, the traditional manufacturing and service-based trades would still be required.

“But even in these areas, particularly in signalling, we are in the digital age,” she said.

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Alstom Human Resources Director, Australia and NZ, Alanna Billington.

“The variety of skills required in our industry is huge – you could be servicing a gearbox on a diesel train, installing cables in a tunnel under Sydney habour or uploading the latest software release for a driverless train.

“This range of skills, and the mobility of these roles is something that we need to promote.

“The other key factor that sets our industry apart is innovation and the drive toward sustainability and addressing the climate change challenge. The role of rail has a big part to play in this space which is of course an attractive attribute to the younger generation in particular.

Alstom partners and engages with many levels of the education sector – from high school out reach programs, developing and supporting TAFE training courses, university scholarships, intern programs and its own own training programs.

“We are committed to developing the next generation of rail professionals right across the industry, including trade apprenticeships, to engineering students and graduate programs.

“We are proud of the work which we do with the UTS in Sydney for the Women in Engineering & IT (WEiT) Scholarship Program and LUCY Mentoring programs supporting women in STEM. “ As a reflection of Alstom’s commitments, it received Top Employer Certification again for 2022. This certification recognises a company’s commitment to creating a better working environment and the excellence of its HR policies and practices.

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Signalling Solutions

Zero harm where road meets rail A game-changing level crossing protection system specifically designed for rural and remote areas eliminates the use of higher-risk passive signage.

An innovative, Australian-developed active control railway crossing system has just received type approval after completing a successful trial with Queensland Rail.

The high-integrity Rail Safety Systems (RSS) product – named Rail Active Crossing System (RAXS) – meets SIL 3 standards, and is designed to provide rail operators with a cost-effective solution to improve safety at level crossings in rural and remote areas.

The CENELEC SIL, or Safety Integrity Level, is based on the value of risk reduction associated with a Safety Instrumented Function (SIF) protecting against a specific hazardous event.

This is the only SIL 3 active system of its kind being used in Australia.

With a combination of wireless technology and solar power, RAXS substantially reduces installation time and cost by removing the need for mains power or cabling requirements that necessitate expensive earthworks.

It features a railway active signage system together with a train detection system, offering significant differentiation compared to conventional active or passive level crossing warning systems.

Safe, clear, compliant regulatory signs provide clear unambiguous visual warnings to road users at all times, regardless of whether the crossing system is active or failed.

This concept of an active/passive sign is highly innovative, and with the assistance of the Department of Transport and Main Roads (DTMR), has now resulted in changes to the Manual of Uniform Traffic Control Devices (MUTCD) standard.

RSS is a systems integrator and manufacturer that leverages existing and proprietary technologies to develop innovative solutions for the rail industry, with a particular focus on providing low-cost rail crossing safety products.

RSS managing director Dagmar Parsons was thrilled to see RAXS finally obtain type approval after an exhaustive development and trial process.

“We are really looking forward to commercialising the system and putting it in to the Australian rail network,” she said.

“A lot of time, effort and money has been invested in developing the system and we are hoping now that the innovation that has gone into the RAXS will be acknowledged by the rail community, and we will see it being adopted as

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The RSS level crossing in active mode.

a cost-effective solution to keep communities safe in remote and rural areas.”

Queensland Rail has already committed to a second installation in Thallon upon successful completion of the Oakey trial, while RSS is currently developing a boom gate version of the system for other markets.

“The system is so novel. Nothing like this has been done before in Australia,” Parsons said.

Specialising in the development of high-integrity systems, engineering service provider Acmena was engaged by RSS in 2018 to provide systems assurance and safety management support, playing a role in helping RSS to develop the system and obtain acceptance for trial.

Its consultants were responsible for conducting preliminary product specification and hazard analysis, in addition to performing exhaustive quantitative and qualitative analysis to ensure the RAXS was developed to the SIL 3 standards, while demonstrating its compliance with relevant safety requirements.

“We’ve had to find innovative solutions and approaches to demonstrate that the system is safe and compliant, and Acmena has been instrumental in doing that,” Parsons said.

“They’ve been our trusted advisors and have guided us, while at the same time challenging us to think innovatively and help us find solutions.”

With the boom gate version of the system on the horizon, RSS is in talks with Australian rail operators to obtain certification for RAXS and is also taking interest from organisations in New Zealand, Canada and the United States.

Acmena Director Katherine Eastaughffe said RSS had been clearly committed to good and safe engineering.

“It’s exciting to see this product come to market. These days most rail product development is done overseas, so it is great to see local capability in developing high integrity platforms such as RAXS,” she said.

SAFETY IN SOPHISTICATION Responding to the drive by state and federal governments to eliminate incidents and fatalities on level crossings throughout Australia by 2025, RSS formed in 2015 to develop a high-integrity, low-cost ‘active’ control system that would help authorities to attain their zero-harm objective.

Developed specifically for use in rural and remote areas, where most crossings are currently protected by ‘passive’ signage, the RAXS is an innovative, fully autonomous system aimed at providing rail operators with a safer, cheaper alternative to conventional ‘active’ level crossing controls.

Traditional train detection systems commonly used across Australia and offshore

typically rely on mains power, or large-scale solar huts, and require extensive cabling and trenching, on either side of the level crossing, up to one kilometre or more.

Installation and maintenance of this solution is expensive when used in rural and regional locations within Australia.

The RSS solution is wireless, self-powered and incorporates high degrees of redundancy.

The wireless capability eliminates the need for trackside cabling, which in turn lowers the installation costs and ongoing power costs.

The RAXS has demonstrated a capability to detect all classes of rail vehicles, including hi-rail.

Designed as a modular solution for deployment across a variety of single and double track configurations, the system is comprised of three interlinked node types.

Central to the system are the twin Active Trackside Road Signs (ATRS). Situated on either side of the tracks, the ATRS units employ a combination of flashing lights (RX5) and signage (RX2) to protect the crossing, with one unit configured to function as the system controller.

Two Active Early Warning Signs (AEWS) can be installed up to 100m from the crossing to advise motorists of changed conditions ahead, while up to four Train Detection Nodes (TDN) can be used to activate the system from up to 1.3km away.

With each node using wireless technology and powered by its own solar array and battery, RAXS has no mains power or cabling requirements that necessitate expensive earthworks, which substantially reduces installation time and cost.

To ensure RAXS would function safely and reliably in the harsh operating environments it is intended for, RSS elected to design the system to stringent CENELEC SIL 3 standards, which requires that it must remain safe in the event of any likely failure. These features are further enhanced by road signage infrastructure which is frangible and has been crash tested at 100kph in a registered crash test facility.

To achieve this standard, both the ATRS and AEWS units feature Fail-to-Safe technology that employs an electromagnetically controlled shutter system to release an RX2 ‘STOP’ sign if a safety-critical fault occurs in one or more nodes.

Automatic deployment of the RX2 signage ensures the crossing remains protected, with the system remaining in its fail-to-safe state until it can be repaired by service crews.

Given the response time to fix equipment in remote areas can be significant, this is a vital safety consideration.

The RSS level crossing in passive mode with newly approved road sign.

In addition to the Fail-to-Safe shutter system, the RAXS employs a combination of sophisticated techniques and technologies to achieve the required safety level, including the use of polled multi-processor architecture in each node to perform continual system diagnostics and prevent the occurrence a single point of failure (SPOF) in the hardware.

The system diagnostics are totally integrated with the rail operator’s fault management system to provide real-time information and enable faster service response times.

Similarly, EN50159 Cat 3 encryption, redundant links and frequency hopping broad spectrum signalling-to is used protect the wireless network.

As the RAXS was being designed to SIL 3 standards, it was recognised that developing such a complex system and demonstrating that it meets the required criteria for RAMS (EN50126), software (EN50128) and communications (EN50129) would require extensive analysis and testing, in addition to significant expertise and experience in the application of CENELEC standards.

The system was subjected to exhaustive Failure Modes and Effect Analyses (FMEA) at the system-, node- and component levels, analysing more than 500 components in total with over 3400 failure modes considered.

The FMEAs were subsequently used to provide input for detailed Fault Tree Analyses, which were performed to demonstrate that each functional hazard met with its specified Tolerable Hazard Rate.

By working closely with RSS personnel,

Acmena’s consultants not only played a key role in helping to develop RAXS 2.0 to SIL 3 standards and subsequently demonstrating that the system’s safety requirements had been met, its extensive analysis also resulted in a number of design improvements being identified and implemented, in addition to the establishment of CENELEC-compliant development processes, which RSS can employ for future products.

The system is currently in operation at a test site near Oakey, Queensland, where local leaders have welcomed the broader roll-out of the technology.

Federal Member for Groom, Garth Hamilton, said it was an affordable, safe solution “that will go a long way to saving lives on regional rail intersections”.

“In tight knit communities like Oakey, the loss of any life is felt extremely deeply, so we should take every step to stop tragedies on the track before they occur,” he said.

“As we see significant advances and investment in Australia’s freight network, especially with the construction of Inland Rail, such safety technology will only become more important.”

Andy Turnbull, who leads business development for Rail Safety Systems, said the purpose was to keep people safe when travelling on rural and remote roads and rail.

“The type approval certification enables that in Queensland and we hope many more States in the near future,” he said.

THE REGIONAL AUSTRALIA LEVEL CROSSING SAFETY PROGRAM The RSS product trials are timely, in the wake of the Federal Government’s transformative $180.1 million regional level crossing safety program.

The proposed multi-pronged approach covering upgrades, education, data collection and research will for the first time maximise industry and community collaboration in the pursuit of less incidents, accidents and deaths.

The program includes: • $160 million for upgrades to level crossings • $6.5 million to deliver a national level crossing safety education and awareness campaign • $5 million to support research into and trials of new level crossing technologies and safety measures • $2 million for improved data collection and risk assessment for level crossings.

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Rolling Stock and Manufacturing

Lubrication specialists team up to help keep trains moving Bearings and seals specialist SKF Australia has partnered with JSG Industrial Systems to provide the world’s most complete portfolio of lubrication solutions.

Visitors at the recent AusRAIL PLUS Conference couldn’t help but notice the range of lubrication systems displayed at the stand jointly manned by SKF and JSG. But not only were the two companies showing off the merits of their various products, they were also highlighting the benefits of their partnership.

As SKF key account manager Shayne Halls explains, the strengthened alliance builds on the previous association between the two groups, in which JSG had been a long term distributor for SKF. Since its inception in 1968, JSG has been recognised as experts in lubrication solutions for industrial applications, assisting in the ongoing development of innovations through field testing and technical analysis.

In its early days, JSG had secured the rights to distribute the products of Lincoln Industrial, a lubrication company based in St Louis, USA, eventually becoming the sole distributor for Lincoln in Australia and across Southeast Asia.

SKF meanwhile, was of course long recognised as a leader in providing bearings and units, seals, lubrication solutions and maintenance services for industries worldwide.

A close-up of the wayside pumping station.

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The wayside lubrication pumping station in operation.

When SKF acquired the Lincoln organisation in 2010, it effectively took over its international distribution channels, which included JSG. JSG and SKF already had, and continue to have, a very good working relationship in their core industry of mining, and the acquisition enabled both companies to move into rail.

It was clear to the organisations that they would benefit if they utilised their combined strengths to expand the offer in the rail industry. Backed by the existing long-standing collaboration on a supplier/distributor basis, they have now taken it to a new level where they can engage in a true partnership to enhance the awareness of their solutions.

The SKF-JSG partnership means the groups draw on more than 200 years of combined rail friction management experience in providing reliable and innovative ways to reduce maintenance costs, improve productivity, enhance safety and optimise resources.

Part of the SKF vision for the delivery of lubrication involves moving increasingly into Industry 4.0 principles. Improving the reliability of customer assets and the efficiency of their machinery requires dispensing lubricants in the right way, with the right systems, in the right time and in the right quantity.

This result is best achieved by automating the process and digitalising monitoring systems, therefore improving machine performance and reducing maintenance costs.

The basis for the SKF/JSG partnership is the companies’ converging interest in providing the best solution for customers.

JSG has already started developing its own digital capabilities, complementing SKF’s advancement in this area.

The collaboration with SKF has brought a great deal of value to the company’s role as a lubrication specialist, with the common goals of customer service and a view of lubrication as fundamental to industrial efficiencies and productivity.

LUBRICATION SYSTEMS For decades, railroad customers had used SKF and Lincoln lubrication solutions for wayside and on-board applications to increase operating times and lower energy consumption, to improve equipment life and to maximise the return on their investment.

This also helped to reduce noise and provided significant operational benefits by extending the re-profiling and re-grinding intervals of both the rail and wheels.

Utilising its experience and worldwide availability, SKF works closely with regional and global rolling stock manufacturers, operators and infrastructure owners.

Rail wear has been a challenge for many years in areas of tight curves or heavy loaded tracks, and, in dry weather, curve screeching or squealing can occur.

This is because the wear that occurs between the wheel flange and the outer curve (high rail) causes noise if it is not lubricated.

Noise also occurs as a result of the so-called stick-slip effect, when the longitudinal and lateral micro movements of the wheel on the rail surface cause the wheel to vibrate, resulting in high frequency squealing.

This takes place predominantly on the inner curve rail (low rail).

In addition to noise, the stick-slip effect causes slip waves (or wear) on the inner curve rail. Lubrication can reduce wear and noise, but requires different solutions for different applications.

From a tribology point of view, the aim is to reduce friction and wear at the gauge face/ wheel flange; therefore greases are required.

For top of rail (TOR) applications, the goal is to make the longitudinal and lateral sliding more even.

To achieve this, the company applies so-called friction modifiers or solid particle pastes to the top of the rail. The impact on traction and braking performance is small and comparable to rainy weather conditions.

TOR lubrication provides a solution to greatly reduce noise emissions and wear to the running surface of rail occurring on very tight radius curves.

A TOR applicator used with the systems offers benefits such as consistent application of an even spread of lubrication and springmounted bars to withstand false-flange wheel strikes. The metal-to-metal seal means that no parts need replacement.

JSG-SKF also offers Gauge Face Lubrication (GFL), which significantly reduces wheel flange and rail wear that occurs at the curved section of track. The GFL applicator bars feature even placement of grease high on the gauge face to be effectively collected by passing wheels, and brushes which hold excess grease to be picked up by the next train, which minimises grease waste.

One Gauge Face system can supply several curves in succession, and comes with universal mounting that is easy to adjust.

In Lincoln’s wayside systems for GFL and TOR conditioning, passing trains are detected by track-mounted wheel sensors.

The applied lubricant is picked up by passing wheels. High-pressure, low-volume pumps effectively cover the rail with just enough lubricant, minimising waste.

A wiper bar with an integrated progressive metering device applies the lubricant or friction modifier directly to the gauge face or TOR, while Lincoln’s progressive pumpto-port technology enables exact metering

The EasyRail onboard lubrication system.

The EasyRail compact wheel flange lubrication system.

of grease, helping to ensure each lube port receives the same small amount of grease every time, automatically.

The systems are capable of pumping long distances, as well as high-viscosity lubricants.

Dual track systems and customised solutions are available.

SKF business development for Queensland, NSW & New Zealand, Nigel Herbert, cited as an example Brisbane’s Airport Rail Link (BARL), where the original rail lubrication equipment was significantly upgraded.

The rolling stock is owned and operated by Queensland Rail, with Ventia being responsible for track maintenance (on behalf of Airtrain).

A section of the BARL infrastructure passes through a residential area, so eliminating excessive noise from wheel/rail interaction was paramount.

“Obviously they want to apply it in curved tracks, because that’s where squealing would occur the most, but another benefit is that through the lubrication, the wheel and rail life is extended as well,” Herbert said.

“So we’re not just cutting down the noise, we’re lubricating the track and through that, getting the lubricant on to the rest of the rail wheels, especially in built up areas.”

“The system also provides improved grease carry along the rails, and there is less wastage

The lubrication system enables targeted economical application with reduced wastage.

and environmental impact with reduced spillage onto the ballast and track surrounds.”

MAKING MOST OF AUSRAIL PLUS For SKF national manager, rail and defense, Patrick Hofstadler, attending the AusRAIL PLUS conference wasn’t just a way of focussing on the company’s overall railway capabilities, but it offered an opportunity for reconnecting in person once again with the rest of the rail sector after an absence of more than two years.

“For us of course, we were delighted to catch up again with industry stakeholders and our customers who attended, and also form new connections,” he said.

“It was a bit risky to even plan for the event due to the COVID pandemic, because we didn’t know if it was going to happen at first ; however, then it was relocated from Brisbane to Sydney, and we decided to go ahead, and we made the right decision. “ “We had great response to our various condition monitoring and lubrication products. It was evident there was a lot of digital innovation throughout the Expo, so we definitely had the right products on display to fit in with what customers are interested in.”

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SIGNAL YOUR INTEREST The Federal Government recently launched its transformative $180.1 million regional level crossing safety program.

The proposed multi-pronged approach, covering upgrades, education, data collection and research, will for the first time maximise industry and community collaboration in the pursuit of less incidents, accidents and deaths.

Key to all of this are improvements to signalling technologies and safety measures.

Indeed, the rail industry is in the midst of a profound transformation, driven by emerging digital technologies.

There is a flurry of activity surrounding new and upgraded light, metro, regional and heavy haul rail projects, generating local innovation, and bringing cutting edge signalling knowledge from international markets.

The July edition of Rail Express puts the spotlight on the important role that signalling plays: the advancements and new developments, the fixing of ageing infrastructure, as well as other solutions to improve rail safety and efficiencies to cope with the pressures of increasing population growth.

Ensure your signalling services are featured in this issue of Rail Express, Australia’s leading business-to-business rail publication.

Our package includes: 1 x Full page advertisement 1 x Editorial piece – Published in print and digital editions of magazine, and distributed through the Rail Express social media channels.

To be a part of it, get in touch before May 24, 2022 Contact Alex Cowdery Business Development Manager Rail Express Magazine Alex.cowdery@primecreative.com.au +61 422 657 148

A U S T RA L IA’ S L E A D IN G B U SINESS TO B U SINESS RAIL PU B LICATI ON

Industry Associations

Structures, support, stock and Synergies March and April are notoriously busy times for RISSB and this year is no exception, with the organisation delivering value across multiple areas of its business, including training, projects, programs and Standards development.

We’ve boosted our online catalogue of publications, releasing and publishing two new infrastructure Standards on our website.

• AS 7639 Track structure and support The Standard outlines requirements that encourage rail organisations to adopt a whole-of-life approach to the management of track structures.

This approach includes the requirements in relation to track structure in terms of design, supply, construction, and maintenance of track for a range of operational track gauges used in Australia.

It is an overarching document that establishes a roadmap to a suite of other AS standards containing details of various lifecycle stages of track components.

• AS 7636 Railway structures This Standard provides the minimum requirements for the design, manufacture, construction, maintenance, decommissioning and disposal of rail structures.

The intent of the application of this Standard is that it results in consistent treatment of rail structures across the Australian and New Zealand rail industry.

Both of these Standards are now available for our members to download directly from our website. Just go to www.rissb.com.au/products/.

HORIZONS PROGRAM 4.0 FIRST FORUM HELD More than 120 young rail professionals from right across Australia gathered in Melbourne and online for the first forum of Horizons 4.0 Program.

The aim of the rolling stock register is to improve transparency, enhance interoperability, and harmonise the registration process.

Held on 23-24 March, over two actionpacked days, attendees watched presentations delivered by some of industry’s biggest names and greatest leaders, immersed themselves in workshops and started collaborating with each other on group projects.

We’re proud to be offering this program again to young rail technical professionals and after meeting this year’s cohort, it’s safe to say that the future is in good hands.

PROJECTS • Type approvals research project The ARA and RISSB are collaborating on a new research project to quantify type approvals in the rail industry.

The research will build on efforts to achieve greater harmonisation in the rail industry and explore how to make improvement while improving safety.

Synergies Economic Consulting will lead research to review the range of type approvals across the country and identify opportunities to save time and money by adopting a more nationally consistent, standardised process.

The project addresses key actions in the ARA’s Rail Supply Chain Blueprint, will support a national type approvals working group led by Transport for NSW, and will assist in informing RISSB’s review of AS 7702 Rail Equipment Type Approval. A report on the research project’s findings is expected to be released in June.

• National Rolling Stock Register on track In partnership with Commonwealth, State and Territory governments (via the National Rail Action Plan), RISSB has commenced

work on the development of the National Rolling Stock Register.

The objective of this register is to improve transparency on rolling stock data, enhance interoperability, and harmonise the rolling stock registration process.

In the past seven months RISSB has been working with supplier Aquipa, consulting with key industry stakeholders to develop the register, and most recently managing user acceptance testing.

TRAINING With the lifting of interstate COVID travel and border restrictions, in April we resumed our face-to-face training, starting with our accredited face to face Apply Safety Critical Communications in the Rail Environment course which we offered in Ipswich at the beginning of April. We’re currently looking at interstate venues to deliver this course later in the year.

Our popular three-day Derailment Investigation and Analysis Workshop is on 10-12 May and we’re offering our Investigate Rail Safety Incidents course towards the end of this financial year.

Please email training@rissb.com.au if you like to make a course booking or enquire about the availability of courses in your state or territory.

More information about RISSB’s range of face to face courses is available on www.rissb.com.au/training-courses/face-toface-courses/.

If you’d like to know more about anything in this article, please send an email to info@rissb. com.au with the subject line RXMAY22.

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Industry Associations Rail freight generates 16 times fewer emissions than road freight.

Rail’s role in creating a future sustainable transport system The most recent Intergovernmental Panel on Climate Change (IPCC) report released in April confirmed we are facing a ‘now or never’ turning point in our efforts to address climate change.

The report found our efforts to invest in a shift to a low carbon economy was about six times lower than it needed to be, with rapid change required to meet our future energy needs.

The findings may not come as a surprise to many, but highlight once again the urgent need to take action.

Rail has long contributed to the sustainable development of our cities and communities, offering low carbon mass transport compared to other passenger modes and safer, more sustainable freight transport options.

It continues to be at the heart of our communities, supporting environmental, health and safety outcomes that benefit our people.

However, as we embark on this global challenge to move to a low carbon economy, the rail industry will need to take a new leap forward to support our net zero future.

About 70 per cent of Australia’s greenhouse gas emissions are attributed to, or influenced by, infrastructure.

The transport sector contributed to almost a fifth of Australia’s emissions in 2020.

It is clear that greater use of rail, effective and efficient public transport options and a reduced reliance on personal transport need to be part of the solution.

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But so too will the adoption of renewable energy sources, a greater focus on efficiency and a commitment to circular economy principles within the rail industry.

THE ROLE FOR RAIL Rail has long played a key role in our sustainable development. Passenger rail travel generates five times less emissions than car transport, highlighting the importance of encouraging people to leave the car at home and choose public transport.

This has never been more evident than the present day, when the industry is actively working to bring people back to the rail network after the disruptions to our regular travel habits as a result of the pandemic.

The need for people to return to rail is an urgent one. If one in 10 passengers who took to their cars during the pandemic did not switch back to rail, Australia could incur $4 million in increased environmental costs.

On our freight network, rail freight generates 16 times fewer emissions than road freight, as well as delivering wider safety and sustainability benefits.

Greater use of rail has the potential to maximise the efficiency of the supply chain

Caroline Wilkie, chief executive, Australasian Railway Association.

as a whole as the industry prepares to meet a growing freight task over the next decade.

It is clear rail offers a sustainable option to support our path to net zero.

But it will not be enough to stand still in the face of the current environmental challenges facing the world, and further action will be needed.

MAINTAINING A BIG PICTURE FOCUS The ARA recognised the need for broader engagement with the infrastructure sector to address these challenges when it released its Sustainability Strategy in 2021.

The strategy confirmed a need for rail to contribute to net zero solutions as part of an integrated, whole of sector approach to our

sustainable development. At the centre of this focus is a consistent, national approach to created sustainable cities and communities, powered by infrastructure that supports our way of life.

That is why the ARA has recently partnered with the Infrastructure Sustainability Council (ISC) and Roads Australia (RA) on a project that will inform the decarbonisation of the transport sector.

The collaboration recognises this issue does not belong to one sector or one set of stakeholders: it requires a true meeting of minds across the infrastructure sector to truly influence the direction of our future development.

In coming together to deliver this project, our associations have recognised the intrinsic value of partnership in achieving our net zero future.

As we embark on progressing the recommendations of this research, place making will be at the heart of our ambition.

This starts with procurement and planning.

Just as the ARA has advocated for a national approach to procurement to improve efficiency and productivity across the industry, this approach will also drive more sustainable decisions, projects and innovation to support our future success.

Planning for low emissions solutions at the very early stages of a project supports better outcomes during project delivery and throughout the lifecycle of the asset itself.

This can make a powerful difference in both the short and long term, and highlights why a nationally consistent approach that puts the needs of the community first is so important.

That approach must encourage active transport, such as walking and cycling, as well as public transport options that get people out of their cars and taking more sustainable approaches.

While there is much to do, there are already exciting signs of what the rail industry can deliver to support a net zero future.

HOW THE INDUSTRY IS RESPONDING We have seen in recent times an industry-wide commitment to supporting the decarbonisation of the transport sector and in particular rail.

This has included a commitment by state governments and industries at all levels to development a range of strategies to support a net-zero future.

All Australian states and territories have set commitments or aspirations to achieve next zero emissions by 2050 or earlier.

The electrification of the network over many years has supported low emissions transport in the rail industry across Australia and New Zealand.

Transitioning the industry to renewable energy sources is the next step in the

The Victorian Government’s solar tram initiative offsets 200,000 tonnes of carbon emissions from the tram network each year.

delivery of improved outcomes – and that is already happening.

For example, the Canberra Light Rail aims to be carbon neutral through energy efficient design and operations, renewable energy generation and the efficient us of resources throughout the asset lifecycle.

The project’s construction achieved a Leading as built rating from the Infrastructure Sustainability Council, recognising the careful consideration of sustainability measures from the project’s early stages.

The light rail network uses 100 per cent renewable energy sources to power its light rail network, vehicles and infrastructure.

The innovation on display on the network also extends to the light rail vehicles themselves, which use regenerative braking technologies that direct power produced by braking to power substations.

The vehicles themselves have also been constructed using eco friendly and end-of-life recycling materials, with a target for 93 per cent of vehicle components to be recyclable.

In Sydney and Melbourne, renewable energy is also a focus, with Sydney Trains confirming a renewable energy deal in 2021 to support its transition to net zero, and the Victorian Government’s solar tram initiative offsetting 200,000 tonnes of carbon emissions from the tram network each year.

The potential for further innovation across the network is significant, particularly when you consider hydrogen fuel cell technology being used on the Coradia iLint train that commenced commercial services in Germany in 2018.

From a freight rail perspective, there is also much to be excited about.

Earlier this year, Rio Tinto confirmed the purchase of four battery electric trains for use in the Pilbara region of WA, as part of the company’s own strategy to cut back on carbon emissions.

Local trials are expected to begin in 2024 in partnership with Wabtec.

Fortescue Metals Group has also commenced the development of its regenerating battery-electric Infinity Train, in addition to purchasing battery powered trains to be delivered in 2023.

These initiatives highlight the significant role industry is playing in leading innovation to reduce emissions in the sector.

PLANNING FOR OUR SUSTAINABLE FUTURE The rail industry’s response to these issues will require collaboration, partnership and constant focus.

That is why the ARA is hosting its inaugural Rail Sustainability Conference in June to bring industry together to discuss the projects, initiatives and innovation that will take us forward.

The conference will build on the ARA’s Sustainability Strategy and provide a platform to discuss a range of issues, including decarbonisation, alternative fuels, resilience, diversity and inclusion and sustainability leadership in rail.

With sustainable development considered one of the main global challenges facing the world as well as our region today, I encourage you to participate in this key event to discuss how rail can be part of the solution to the challenge of sustainable development.

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Contracts, EOIs, Tenders

QUEENSLAND Charlton intermodal terminal The Australian Rail Track Corporation (ARTC) has engaged Toowoomba freight and logistics hub proponent InterLink to manage the relocation of various utilities, including sewer infrastructure, a wastewater pipeline and telecommunications cabling, within the Inland Rail alignment as part of the development of its intermodal terminal at Charlton.

ARTC Inland Rail Delivery Director Northern Ed Matthews said the $18 million funding agreement was the culmination of years of work by both parties and a practical decision which would ultimately benefit all involved.

“Following conversations with various asset owners including Toowoomba Regional Council, New Hope and Telstra, it emerged that Inland Rail would need to move existing utility assets which InterLinkSQ were required to build over in order to connect to the Queensland West Moreton line,” he said.

“InterLinkSQ was set to start works well ahead of Inland Rail and it made little sense for the utilities, which were located adjacent to each other, to be disturbed a second time a few years apart when Inland Rail started its works. A decision was then made to undertake a larger relocation of these services to avoid excessive impacts to the utilities. This will result in less impact and duplication of works in the longer term … it is a win-win situation.”

Matthews said while major construction would not start until statutory approvals have been received from the Queensland and Australian governments, this project was a good example of the preliminary works that can be undertaken.

InterLinkSQ Chairman John Dornbusch said the project would create 32 direct jobs and an additional 26 indirect jobs over the 12-month construction period.

“After an extensive procurement process Newlands Civil Construction Pty Ltd has been engaged as the head contractor to undertake the relocation works which are expected to start within the next few months,” he said.

“Inland Rail is an iconic project, and we are looking forward to the benefits it will bring to the national freight chain.

InterLinkSQ will provide the link between the existing Western Queensland regional freight rail network and the Inland Rail providing a more efficient pathway to and from markets for regional business.“

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Inland Rail: Gowrie to Kagaru Multinational consortium Regionerate Rail has been appointed by the ARTC as the constructor of the Gowrie to Kagaru route of Inland Rail. The Public-Private Partnership consortium comprises Clough, GS Engineering and Construction, Webuild (formerly Salini Impregilo), Service Stream and Plenary Group.

The section spanning Gowrie (near Toowoomba) to Kagaru (near Beaudesert) is approximately 128 kilometres of new and upgraded rail track through the most geographically challenging section of the 1700 kilometre rail line from Brisbane to Melbourne, and includes a 6.2 kilometre tunnel through the Great Dividing Range - the largest diameter freight tunnel in the southern hemisphere.

ARTC Inland Rail Interim Chief Executive Rebecca Pickering said the decision to select Regionerate Rail followed a two-year process with the best of international expertise competing to be part of the project.

“This landmark agreement is huge for Inland Rail and puts billions of dollars in stimulus, jobs and long-term economic growth on the table for Queensland – through construction, Inland Rail is expected to support more than 11,800 jobs and deliver a $7.8 billion boost to the state’s economy during construction and the over the forward operations,” she said.

“This is an important step. Regionerate Rail have been able to leverage their own considerable engineering expertise to produce truly innovative design and construction methods for this technically challenging project.”

VICTORIA Geelong Line Duplication project

Djilang Alliance has been appointed as the preferred contractor to deliver the South Geelong to Waurn Ponds Duplication project in Victoria.

The project will enable more services and improved reliability on the Geelong Line. It includes duplicating approximately eight kilometres of track and signalling upgrades between South Geelong and Waurn Ponds to deliver additional services from Marshall and Waurn Ponds stations.

The level crossings at Fyans Street and Surf Coast Highway will also be removed, with new elevated rail bridges built to reduce congestion and improve safety for the 36,000 vehicles that travel through the section daily.

The stations at South Geelong and Marshall will be upgraded with new station buildings and landscaped forecourts, second platforms, accessible pedestrian overpasses and more than 200 new parking spaces at Marshall.

Concept designs were released last year.

More than 500 locals provided feedback, with further community consultation to take place in coming weeks to inform the final design of the project.

Early works on the project will soon begin, including the relocation of the Barwon Water pipeline, which will allow key sections of track to be duplicated between South Geelong and Waurn Ponds.

Major construction will then start later in 2022, with the project targeted for completion in late 2024.

The Australian and Victorian governments are investing more than $1 billion in rail upgrades between Geelong and Waurn Ponds, as part of an investment of more than $4 billion in the Regional Rail Revival program.

WESTERN AUSTRALIA METRONET Midland Station The Midland Junction Alliance has been awarded the $246.7 million contract to design and build the new METRONET Midland Station in Perth.

The Alliance – made up of McConnell Dowell Constructors, Georgiou Group, Arcadis Australia, and BG&E – will design and build the new three-platform station between Helena and Cale streets. The contract also includes decommissioning and demolishing the existing 53-year-old station.

As well as the main station building, the project will include a 12-stand bus interchange, a new multi-storey car park with more than 600 parking bays, a north-south pedestrian overpass, passenger toilets, lifts, stairs, a kiosk and secure parking for 96 bicycles.

The station’s new location brings it closer to the heart of the Midland Town Centre, improving accessibility between the station and important sites such as the Midland Health Centre and Midland Gate Shopping Centre.

Early works on the project, which is jointly funded by the Federal and Western Australian governments, will commence later this year.

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Max ambient temperature: -300C to ~ +400C

Continuous power: ≥700kW

Weight: 68t

Max operating speed: 80km/h

Starting traction force: ≥250kN

Bogie arrangement: Bo-Bo

Lithium battery capacity: 294.4kWh

Axle load: 17T

Altitude: ≤2500m C

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