Rex Jun 2020

ISSUE 5 | 2020

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

Delivering sustainable infrastructure

Social, environmental, and financial sustainability is critical to meet demand for resilience - SEE PAGE 20

Bombardier’s battery unit slashes costs

CRL explains its approach to sustainability

Manco combines products for new applications

PAGE 26

PAGE 28

PAGE 34

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Contents Issue 05 2020

20

4

From the Editor

6

News up front

S U S TA I N A B I L I TY & E N V I R O N M E N T

24

30

20

Building sustainable infrastructure

22

Victoria’s Recycle First policy comes into action

24

Rail supporting resilient communities

26

Bombardier’s new battery electric train

28

City Rail Link leading the way

R E S E A R C H & D E V E LO P M E N T

30

The collaborative legacy of the Rail Manufacturing CRC

P R O D U C T S & T E C H N O LO G Y

37

32

Laser scanners designed for rail

34

Manco’s combined scissor platform and wire manipulator

36

Thermit renamed Goldschmidt

S A F E TY & A S S U R A N C E

37

RISSB updates on National Rules Framework

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

ISSUE 5 | 2020

As concerns regarding resilience increase, social, environmental and financial sustainability is becoming critical - SEE PAGE 20

ARA CEO Caroline Wilkie argues for procurement reform

40

RTAA highlights the value of diversity

41 COVID-19 challenges and opportunities:

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

Delivering sustainable infrastructure

38

ALC CEO Kirk Coningham

COVER STORY Infrastructure projects are now mandating sustainability as part of their delivery contracts.

Bombardier’s battery unit slashes costs

CRL explains its approach to sustainability

PAGE 26

PAGE 28

Manco combines products for new applications

See page 20.

PAGE 34

SUPPORTED BY:

WWW.RAILEXPRESS.COM.AU | 3

From the Editor Issue 05 2020 Published by:

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

Publisher Christine Clancy E: christine.clancy@primecreative.com.au Chief Operating Officer Zelda Tupicoff E: zelda.tupicoff@primecreative.com.au Group Managing Editor (Northern) Syed Shah E: syed.shah@primecreative.com.au Assistant Editor Connor Pearce E: connor.pearce@primecreative.com.au Journalist Brittany Coles E: brittany.coles@primecreative.com.au Business Development Manager Oliver Probert T: 0435 946 869 E: oliver.probert@primecreative.com.au Client Success Manager Janine Clements E: janine.clements@primecreative.com.au Design Production Manager Michelle Weston E: michelle.weston@primecreative.com.au Art Director Blake Storey E: blake.storey@primecreative.com.au Design Kerry Pert, Madeline McCarty Subscriptions subscriptions@primecreative.com.au

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

4 | ISSUE 5 2020 | RAIL EXPRESS

Assistant Editor - Rail Express

What happens next?

A

T THE TIME OF WRITING, FOR the past six weeks, Australia and New Zealand have been in lockdown.

While both passenger and freight rail services largely continued as they were considered an essential service, limits on movement and gatherings turned cities into ghost towns and led to normally packed commuter trains being virtually empty.

At the end of April, some states have begun to lift restrictions. Queensland and Western Australia have been the first to do so, and in NSW students headed back to school in mi-May. In New Zealand, level four restrictions have been downgraded to level three, and if successful, further limitations will be lifted.

As much as many will be looking for a return to normal, advice so far is that the economic recovery that follows the end of the coronavirus (COVID-19) threat will last much longer. Already, rail has been called upon to be part of that economic stimulus. Labor in Australia has revived the idea of high-speed rail down the eastern seaboard, while the Greens in New Zealand have suggested a program of electrification and fast regional rail to boost the country’s economy. Additionally, major rail infrastructure projects have been continuing despite the lockdown and have in some cases taken advantage of the conditions to conduct more disruptive works while CBDs were empty.

In light of the easing of restrictions, the discussion has now turned to what comes next. While some argue for long-term, nation-building projects, others counter that it is the shovel-ready projects that are of

most value now. However, there is no reason why projects at a range of scales cannot be pursued. Maintaining a long-term pipeline of infrastructure work will allow for the building and construction industry, as well as those sectors which supply it, to provide the basis of certainty upon which confidence in the rest of the economy rests.

What is important, however, is that those projects that do get the green light are built not only with the current climate in mind, but the long-term future. As 2020 has already shown the impact of compounding crises will make resilient and sustainable infrastructure the key to long-term prosperity.

In this issue, we take a look at how these concerns are playing out within the rail industry. In our first dedicated Sustainability and Environment feature, we ask how rail projects are incorporating sustainability, both in the construction and maintenance phases, and what opportunities thinking around the circular economy can open up, particularly in the use of recycled materials. In addition, we take a look at how one rail project, the City Rail link is putting these ideas into practice, and coming up with its own, unique definition of what sustainability means.

While these discussions will no doubt continue, it is worth acknowledging the work of the individuals within the rail industry who have kept services running. Their hard work and dedication in what are unusual and at times worrying circumstances has proven the value of the rail sector once again.

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News

National

Freight operations have been in demand to provide essential goods across Australia.

Freight operators and network owners around Australia continue to serve businesses and communities.

CEO of government-owned TasRail, Steven Dietrich, reminded Tasmanians on April 6 that the state’s freight rail owner and operator is continuing to provide rail-based freight services across the 611 kilometres of operational network.

In the statement, Dietrich noted that like other operators, hygiene and cleaning practices have been stepped up in response to the coronavirus (COVID-19).

“To keep our teams healthy we have been working hard to implement best-practice hygiene and physical distancing measures at our sites around the state, protecting essential frontline staff, and coordinating working from home and split-shift operations where possible.”

As federal and state transport ministers have reaffirmed that rail freight is an essential service, Dietrich reminded the community that trains will be continuing to operate and that people should remain safe around the rail corridor, which includes over 500 level crossings around the state.

“Working together we will keep the critical freight services operating and continue to provide Tasmanians with the goods they require access to at this time.”

In a written statement, CEO and managing director of the Australian Rail Track Corporation John Fullerton also noted that rail freight

6 | ISSUE 5 2020 | RAIL EXPRESS

CREDIT: RAILGALLERY.COM.AU

Freight continues to provide an essential service during COVID-19 shutdown

would continue, and the network owner would be providing a safe network and progressing major projects in NSW, Victoria, and South Australia, as well as the Inland Rail project.

“While it is positive the freight and logistics industry and the works supporting these sectors have been recognised as essential services, we also recognise that in our continued operations we have a significant responsibility to the ongoing health and safety of our people as well as the communities in which we operate.

This includes a range of preventative actions to minimise risk, adjustments to existing work practices and to actively plan for the health and people effects of COVID-19,” wrote Fullerton.

Many ARTC staff are working from home and those on-site are following guidance and social distancing and hygiene. Additionally, travel is being limited, and work is being carried out by locally based employees and contractors.

Fullerton highlighted that demand for predictable and reliable freight deliveries is critical.

“The ARTC team remains committed to ensuring that the rail network is managed and maintained safely, and the major projects the economy needs are delivered successfully.

That remains our focus and commitment to our customers, stakeholders and the community, he said.

“The COVID-19 outbreak has sparked an unprecedented challenge for Australia’s freight and transport industry, with the country’s

demand for critical supplies prompting a surge in rail freight,” said Fullerton.

“The rail freight sector has stepped up to ease Australia’s strained supply lines.”

One company stepping up to service this demand is Pacific National, which has increased key interstate freight services by up to 15 per cent to meet consumer demand.

According to Pacific National CEO, Dean Dalla Valle, extra services have between all mainland state capitals.

“For example, in terms of goods trains operating back and forth across the Nullarbor between Melbourne and Perth, we have lifted the number of services by 15 per cent in the last two weeks,” he said.

“Similarly, to meet customer requirements, Pacific National had increased rail freight services between Melbourne and Brisbane by 8 per cent.”

Pacific National has also been looking to streamline operations due to the unpredictability of current conditions.

“A zeal for constant innovation and a laserfocus on customer needs, both in frontline operations and the corporate centre, is vital,” said Dalla Valle.

“In these rapidly changing times, management and frontline staff must explore every operational and commercial angle to maintain an edge in the marketplace.”

To accommodate the increase in services, operating hours at freight terminals have been extended, consolidated assembly and staging of goods trains at Port Augusta, in South Australia.

“Port Augusta is at a key crossroad in the national supply chain, acting as an ideal launch pad location to provide high capacity rail freight services to every corner of the continent.”

Each of the 40 rail services that Pacific National have been operating back and forth across the Nullarbor have ensured that Western Australia remains connected to the rest of the nation, with 60 per cent of goods arriving in the state carried by rail.

Rail freight services have been particularly key during the coronavirus (COVID-19) lockdown as they operate on separate corridors, reducing the potential for contagion.

“The health and safety of our train crews are paramount, and I’m immensely proud of their ongoing efforts and dedication,” said Dalla Valle, who noted that hygiene and social distancing procedures are strictly adhered to.

Interior concept design for CRL’s Mt Eden/ Maungawhau Station.

The basalt-themed wall acknowledges Māori narratives and the nearby Mt Eden/Maungawhau volcano.

Leading the delivery of sustainable transport infrastructure in New Zealand Sustainability, which includes a focus on cultural sustainability, has always been a cornerstone of Auckland’s City Rail Link project.

that’s seen us awarded New Zealand’s only ‘Leading’ ISCA rating and the country’s highest sustainability accolade.

We challenge ourselves and our contractors to think not only about cost and programme but resource efficiency, waste avoidance, upskilling our workforce and leaving a positive cultural legacy for Auckland.

CRL’s positive and productive partnership with Māori Iwi in Auckland promotes Mana Whenua values across the project, and culturally-based station designs like the Mt Eden/Maungawhau basalt wall have won international recognition.

It’s that ongoing commitment – to deliver New Zealand’s largest-ever transport project as sustainably as possible -

Visit www.CityRailLink.govt.nz to see how we’re setting the benchmark for the construction industry.

News

National

Rail infrastructure construction and maintenance works continue The building and renewal of rail lines around Victoria is following its planned construction schedule, despite a pause on noise restrictions.

The Victorian government announced on Monday, April 6 that new planning rules will exempt essential businesses from existing noise restrictions.

The exemption allows 24-hour dispatch and delivery during the current State of Emergency and for three months after too. New South Wales and Western Australia have also lifted noise restrictions for construction and logistics operations.

Corey Hannett, director-general of the Victorian Major Transport Infrastructure Authority (MTIA) said the Melbourne Metro Tunnel and Level Crossing Removal works have processes in place to manage construction noise and minimise the inconvenience and impacts of construction on local communities.

“MTIA projects are currently considered essential and we are working with our building partners to deliver our critical infrastructure projects while implementing strict safety measures to protect our workforce and the community,” he said.

For all Victorian project works, the majority of the construction happens during the day, however some 24-hour works will be required.

“We understand construction can be disruptive and noisy, especially during major works or at night – that’s why we work with residents to find the best solutions and minimise any impacts,” Hannett said.

An Australian Rail Track Corporation (ARTC)

Works are taking advantage of stay at home measures.

8 | ISSUE 5 2020 | RAIL EXPRESS

spokesperson said the North East Rail Line upgrade currently complies with all existing EPA noise regulations and will continue to comply.

“Our projects will not have a need to utilise this new exemption,” the ARTC spokesperson said.

“If we are required to undertake night works, we provide notification to impacted properties, which is our regulatory requirement.”

PROJECTS IN NSW, NZ GET AHEAD OF SCHEDULE In Sydney, a number of projects are taking advantage of lower commuter numbers and relaxed regulations around work hours to progress ahead of schedule.

In Parramatta, work on the light rail project is running seven days a week.

According to a Transport for NSW (TfNSW) spokesperson, all works are being done to minimise the impact on the local community.

“All reasonable measures to reduce noise impacts will continue to be implemented, including using the quietest equipment possible, placing machinery and vehicles as far away from properties as possible, conducting high noise generating activities during weekdays where possible, and implementing respite periods as required.”

In Parramatta, disruption is being minimised by scheduling utility works in non-peak periods, using sound blankets, directing lighting towers, and turning off equipment when not in use.

With the Sydney CBD experiencing extremely low traffic volumes during the lockdown period,

work on the Sydney Metro City & Southwest has been able to increase. Lane closures previously only possible on weekends have been implemented on weekdays and extended work hours are in place at Central Station.

In Chullora, the construction of the new Digital Systems facility has extended hours over one weekend and will use extra hours where necessary.

Elsewhere in NSW, work hours on the New Intercity Fleet maintenance facility have been extended to 7am to 6pm, seven days a week. Extended working hours are also being looked at for station accessibility upgrades at Fairy Meadow, Mittagong, Hawkesbury River, Wyee, and Waratah.

“All community members and stakeholders are thanked for their patience as work continues on important transport infrastructure across NSW,” said the TfNSW spokesperson.

Across the Tasman, KiwiRail has been conducting a significant maintenance program on the Auckland network. Lower commuter numbers during lockdown have allowed KiwiRail to lay over four kilometres of new rail on the Eastern line, said KiwiRail chief operating officer, Todd Moyle.

“We are able to use this time to carry out a great deal of work in a short timeframe.

Normally this work would need to be completed during weekends across several months.”

Works will continue until Monday, April 27 and include replacement of worn rail between Glen Innes and Sylvia Park. The Eastern line not only serves commuters but freight rail services from the Port of Auckland.

“We’ve worked closely with Auckland Transport to arrange for this work to be done now so there will be a more reliable network for commuters once COVID-19 levels fall and businesses reopen,” said Moyle.

The slowdown in traffic on the commuter network allows a rare opportunity for continuous track work that would normally be done at weekends or overnight to minimise disruption.

“We’re doing this work now, while we have the opportunity, to avoid future disruptions to commuters and to ensure they get a great service once they return to work,” said Moyle.

Physical distancing measures are in place at all work sites.

Daytime freight services are being rerouted via Newmarket while commuter services are replaced by buses.

As government advice has encouraged people to stay at home during the coronavirus (COVID-19) epidemic, passenger transport numbers have plummeted.

This has led to train and tram network operators working closely with governments to ensure that public transport, deemed an essential service, can keep running.

In Melbourne, the impact on transport operators is most severe, as Yarra Trams and Metro Trains Melbourne are one of only a handful of private rail transport operators in Australasia that do not operate on a gross cost model. Instead, their net cost agreement with the Victorian government allows them to keep a percentage of the farebox revenue, 40 per cent according to local news sources.

Both Yarra Trams and Metro Trains Melbourne have been in discussion with the Department of Transport to enable trams and trains to keep running.

“We are working closely with the Department of Transport to ensure we can continue to offer a safe and reliable service, while protecting the health of our people and those who must travel,” said Julien Dehornoy, CEO of Yarra Trams.

While services continue to run to a standard timetable, the falls in patronage have never been seen before.

“We have seen passenger numbers drop significantly as people heed the call to stay home and avoid all non-essential travel,” said Dehornoy.

While neither operator has cut staff numbers, Metro CEO Raymond O’Flaherty acknowledged that mitigation measures are in place.

“The pandemic is unprecedented, rapidly evolving and is impacting every organisation and business,” he said.

“We’re putting in place sensible measures to support our people and ensure we can keep providing an essential service for Melbourne.”

In a statement to Rail Express, the Victorian Department of Transport reaffirmed that the networks would remain operating. If changes do need to occur, they will be made based on medical advice and communicated ahead of time.

“Public transport is an essential service and continues to run for people who need to travel – but the clear advice is: if you can stay home you must stay home,” said a Department of Transport spokesperson.

“There has been reduction in the number

of people traveling on our public transport network in line with people following the advice to stay home.”

In Western Australia, metropolitan train services have been reduced in Perth. From Sunday April 5 until Sunday April 26 Transperth Trains operated on a Saturday timetable from Monday to Saturday. The Sunday/Public Holiday timetable remained the same. To ensure that social distancing is maintained, the Public Transport Administration (PTA) monitored patronage, said WA Transport Minister Rita Saffioti.

“COVID-19 has had a big impact on patronage and this temporary adjustment in services is in response to that drop in demand.”

REAL TIME DATA ASSISTING SOCIAL DISTANCING To enable commuters to continue travelling safely and to protect the health of staff, Auckland Transport (AT) has updated the AT Mobile app to allow train passengers to see if physical distancing will be possible before they board the train.

The app displays a live occupancy status, whether the train is likely empty, likely space available, likely near the limit of safe distancing, and likely not accepting passengers.

The live data is drawn from tap on and off points, where travellers have used their AT HOP cards.

Across the AT network, 15,000 trips are being made per day, despite the New Zealand government’s Level 4 restrictions. These journeys are being made by essential workers, those needing to travel for medical reasons, or to access essential services.

According to Auckland Mayor Phil Goff, the solution was developed in a rapid time frame.

“It enables AT to ensure that it meets the rule of trains as well of buses running at no more than 20 per cent capacity to ensure passengers can maintain two metres of separation. This allows passengers travelling to essential work or to access essential services to know that they will be safe using public transport,” he said.

Once the lockdown period is over, users will continue to have access to the service, to avoid crowding and provide better customer information.

The service was previously available on buses, and was rolled out to trains this week, noted AT chief executive Shane Ellison.

CREDIT: RAILGALLERY.COM.AU

Operators contend with drops in passenger numbers

Falls in passenger numbers are leading to operators rethinking some services.

“Those who are travelling on trains for essential trips are now able to make an informed decision about which service to take for their health and safety. I’m very proud of the team for making this update happen so quickly.”

Other updates are providing clearer information on updates to the transport network.

In Australia, while Transport for NSW (TfNSW) is not currently considering using real time data to assist passengers with social distancing, there are other ways for passengers to learn about train occupancy levels.

“TfNSW already provides passenger load data for bus and train services to apps such as TripView and NextThere which can assist customers with selecting the most suitable service to board,” said a TfNSW spokesperson.

Although patronage dropped by 75 to 85 per cent in the four weeks to March 31 across all modes in NSW, services are continuing to be maintained.

“TfNSW understands the important role public transport plays in the daily lives of commuters, especially in the regions, and there are currently no plans to reduce services of trains, buses and ferries across the vast network,” said the spokesperson.

“By maintaining the existing level of service on the NSW public transport network, customers are able to better practice social distancing when using the network for essential travel.”

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News

National

Rail projects suggested across Australia and NZ for post-COVID investment High speed rail could once again be on the table, with federal Labor transport spokeswoman Catherine King describing the project’s potential as an “economic game changer” for Australia after the coronavirus (COVID-19) pandemic.

“High-speed rail has the potential to revolutionise interstate travel, allowing travel between capital cities in as little as three hours,” King told the Sydney Morning Herald.

With regional areas also reeling from the impact of the bushfires earlier in 2020 and late 2019, King noted that the project has the potential to inject economic activity into regional economies, as Inland Rail is currently doing.

“If the government is interested in creating jobs and boosting regional economies, it should seriously consider investing in highspeed rail now,” said King.

Federal Minister for Infrastructure, Transport and Regional Development, Michael McCormack, told the Herald that the government was not looking into high speed rail at this time.

“While I have long been an advocate for high-speed rail in Australia, given the significant costs outlined in the reports conducted between 2010 and 2013, my focus is currently on delivering the inland rail and faster rail proposals which the federal government has committed to,” said McCormack.

NZ GREENS PROPOSE ELECTRIFICATION, FAST REGIONAL RAIL The New Zealand Greens have put forward the construction of fast inter-city rail links as a way to stimulate New Zealand’s economy.

Although the fourth largest party in the New Zealand parliament, the Greens have supported the leading Labour Party with confidence and supply. Green Party Transport Spokesperson Julie Anne Genter is Associate minister of Health and Transport in the current government.

The proposal of works includes connecting Auckland with Hamilton, Tauranga, and Whangearei, Wellington with Masterton, Palmerston North and Whanganui, and Christchurch with Rangiora, Ashburton and Timaru.

Currently, train services between Auckland and Wellington are partially electrified, while rail services out of Christchurch are hauled by

diesel locomotives. Green Party Co-leader and Climate Change spokesperson James Shaw said the project would tackle the twin issues of economic growth and cutting emissions.

“The large intercity rail project proposed will provide meaningful work whilst driving us towards a sustainable, green, zero carbon future.

“Building rail creates more jobs than building motorways and helps us tackle climate change at the same time.”

The party has broken up the proposal into two stages. The first stage would involve electrification and improvements to existing track to allow for speeds of up to 110km/h.

The second stage would include building new higher-speed track for tilt trains capable of travelling up to 160km/h and bypasses to create more direct routes. The party estimates that the cost of the program would be NZ$9 billion ($8.6bn) over 10 years.

Genter said that the investment would tie together metropolitan centres and the regions.

“We’re proposing a nation-wide intercity rapid rail programme that would bring our provincial centres and biggest cities closer together through fast, electric passenger rail.

This will create real alternatives to driving or flying for people who want to travel around the country for work, to see their family and friends, or for domestic tourism.”

CIVIL CONTRACTORS HAVE “SIGNIFICANT CAPACITY” TO SUPPORT ECONOMY Civil contractors are prepared to make investments in employment.

According to a new survey from the Civil Contractors Federation (CCF), Australia’s civil construction industry has the capacity to restart the nation’s economy following restrictions imposed to limit the spread of COVID-19.

According to Chris Melham, CEO of CCF, there is an opportunity for smaller companies to get involved.

“The survey results demonstrate civil construction companies, particularly those operating at the tier 2, tier 3, and below have significant capacity to assist the federal government achieve its goals of supporting the economy and to keep people employed during these unprecedented economic conditions,” said Melham.

The survey gained responses from 228 companies across each state and territory, and

while respondents noted that COVID-19 had a negative effect on their business, 74 per cent said they had a capacity for projects of up to $10 million. 17.5 per cent indicated a capacity to start projects between $10m and $50m, and 8.3 per cent said they were ready to begin projects worth more than $50m.

The CCF highlighted that this meant there was a great capacity for firms to begin work on smaller projects, or larger ones broken down into separate works packages. In its recommendations, the CCF encourages the federal government adopt a procurement policy that disaggregates major project to allow tier 2 companies to tender.

The CCF also recommended that the federal government bring forward the 10-year $100 billion infrastructure investment fund and use debt to increase the fund’s size.

“It is important however that these projects are spread across as many tier 2, tier 3 and below companies across Australia to ensure widespread benefits can flow from any stimulus investment, particularly in rural and regional communities where infrastructure investment can deliver a significant multiplier effect,” said Melham.

“The survey sends a powerful message to the federal government that the civil infrastructure sector is ready to lead the economic recovery if governments inject more money into the sector for new projects.”

The survey and recommendations follow the CCF calling upon the federal government to do more to support the smaller tier 2 and 3 civil construction companies, who have sat above the financial threshold measures announced so far. In a statement on April 3, Melham noted that in the absence of worker retention measures, civil contractors need to have their outstanding claims paid.

“The industry’s viability and that of its workers during COVID-19 relies on prompt payment by public procurements agencies and I therefore urge the federal government to develop a ‘supplier payment policy’ for all public bodies involved in federally funded civil infrastructure projects and to impose that policy as a matter of urgency.”

CCF recommended that the policy involve the immediate payment of invoices, the continuation of normal payments even if service delivery is disrupted until June 30, supporting supplier cash flow, and reviewing tender requirements.

WWW.RAILEXPRESS.COM.AU | 11

News

National

ARTC program of upgrades continue Work is continuing on the upgrade of the North East Rail Line.

While shutdowns of non-essential services to limit the spread of coronavirus (COVID-19) have affected other industries, the construction of rail infrastructure has been deemed an essential service, said Australian Rail Track Corporation (ARTC) general manager projects Victoria, Ed Walker.

“The freight and transport industry is an essential service – and the North East rail line is a vital transport corridor for interstate freight trains, passenger trains, steel for construction and manufacturing and for regional goods like grain.”

The ARTC has implemented measures to ensure the safety of staff and contractors undertaking the vital upgrades. Workers are practicing social distancing, increasing hygiene and health measures, delivering work in smaller groups, and avoiding nonessential travel.

“We continue to follow advice from Government and monitor and assess the situation daily. The current environment is an uncertain and challenging one for everyone and we certainly recognise the responsibilities we have to the community as we deliver this vital project work and to ensure the safe running of essential freight and passenger train services,” said Walker.

In early March, sections of the track were shutdown and handed over to contractor John Holland Rail, so that a series of projects could be completed. A similar shutdown will occur from Saturday, April 4.

“Further works will take place next weekend, from Saturday 4 April at 6pm, with bridge and track renewal work taking place at the Old Barnawartha Road, West Wodonga and High Street, Barnawartha level crossings,” said Walker.

Level crossings have also been upgraded on the North East line, with work taking place over the Easter long weekend at Racecourse Rd, Chiltern, Federation Way at Bowser (Wangaratta North), and Bourke Rd at Bowser (Wangaratta North).

These improvements are on top of the 19 level crossings already upgraded in regional Victoria, including at West Wodonga, Wangaratta, and Barnawartha. Additionally, 16 rail bridges have been improved as part of the $235 million project.

“Teams have worked systematically south after major work started in Wodonga with four more level crossing renewals scheduled

12 | ISSUE 5 2020 | RAIL EXPRESS

for April,” said ARTC general manager major projects Ed Walker.

“Work will start at 6pm on Sunday 12 April to improve these level crossings and we thank the community for their patience with changed traffic conditions in place and increased vehicle movements in the area.”

The project has focused on having benefits during the construction phase flow through to regional communities, with a major site office located in Wangaratta employing locals and engaging 32 North East Victorian suppliers.

Over 100,000 tonnes of ballast have been added to the track for depth improvement, mudhole removal, bridge works, and level crossing renewals.

WORKS UNDERWAY ON HUNTER LINE Just as work on upgrades to the North East Line have continued in Victoria, despite the COVID-19 crisis, so too will works on the Hunter Valley Line.

The works will focus on ensuring reliability on the Hunter network, which carries passenger and freight services, said the Australian Rail Track Corporation (ARTC).

“We are working hard to ensure we balance the challenge of ensuring the safety and reliability of a critical transport network, alongside our obligations to meet and respond to the current public health challenge,” said the ARTC’s group executive

Improvement works on regional rail lines have been underway.

Hunter Valley Wayne Johnson.

Half the services on the line are passenger services from Newcastle to the towns of Dungog and Scone, while the rest is comprised of freight services carrying coal, grain, and other export products. Regional and interstate goods services also use the Hunter rail network.

“It is critical that we continue to meet the need of delivering goods, products and people – but we are acutely aware of balancing the demands of running an extensive rail network, with the health and welfare of our people and the communities in which we operate,” said Johnson.

Although a planned maintenance shutdown was scheduled for the Hunter Valley network this week for major upgrades, the ARTC will instead only deliver essential works during the shutdown to maintain the rail network’s safety and reliability. The ARTC has implemented a number of measures to prevent the spread of coronavirus (COVID-19), and ensure that workers are safe.

“As coronavirus (COVID-19) continues to spread and disrupt people’s daily lives, we have implemented a range of preventative measures to ensure the safety of our team and the community, while endeavouring to ensure reliable network operations can be sustained for critical freight movements in coming weeks,” said Johnson.

Initial report into train derailment released The Australian Transport Safety Bureau (ATSB) has released the preliminary report into the Wallan train derailment.

Although the report does not contain findings, the report does note that signals at Wallan were reversed, causing the XPT train to enter a passing loop at a speed of more than 100km/h when the speed limit for entering the loop was 15km/h, and exiting the loop was 35km/h.

“Earlier that afternoon, the points at either end of the Wallan loop had been changed from their ‘Normal’ position to their ‘Reverse’ position, which meant that rail traffic, in both directions, would be diverted from the Main Line into the loop track,” said ATSB chief commissioner, Greg Hood.

“A Train Notice reflected this change and also specified a 15 km/h speed limit for entry into the loop.”

Prior to the derailment, the XPT service had travelled through a section from Kilmore East that was being managed using an alternative safeworking system. During this section, an accompanying qualified worker (AQW) boarded the lead power car and joined the driver at the head of the train. Before proceeding, the driver and the network control officer communicated via radio about the train authority for the section to Donnybrook.

After passing Kilmore East, the train sped

up to 130km/h, the line speed for this section.

Then, the train travelled to Wallan and was diverted onto the Wallan Loop, the points for which had earlier been changed from Normal to Reverse.

The emergency brake was applied a short distance before the points, which slowed the train a small amount, however the train entered the turnout travelling at above 100km/h, leading the train to derail.

The alternative safeworking system was implemented on the section of track from Kilmore East to Donnybrook due to damage to the signalling infrastructure, caused by a fire on February 3, 2020.

Investigations into the incident are ongoing, and are being led by Victoria’s Chief Investigator, Transport Safety (CTIS), along with the New South Wales Office of Transport Safety Investigations (OTSI). The Office of the National Rail Safety Regulator is also continuing to investigate.

CEO of the ARTC, John Fullerton, said that the ARTC would learn from the incident.

“Accidents of this nature are complex and can hardly ever be attributed to just one cause, and this investigation is one important way of ensuring lessons are learned, and systems and processes are put in place to avoid something similar from happening again.”

The derailment killed the driver, John

Kennedy, and the AQW, Sam Meintanis.

“ARTC joins with all in the rail industry in again extending our sincere condolences to the families, friends and colleagues of John and Sam,” said Fullerton.

“The main focus of all in the rail industry – whether it is rail network operators like ARTC, the passenger and freight rail customers who use it, or the many rail contractors – is to operate safely.”

A Transport for NSW spokesperson noted the report.

“We continue to engage with the investigators on what is a complex set of circumstances that led to the loss of a NSW TrainLink employee and a contracted ARTC staff member,” said the spokesperson.

“Our thoughts are with the families and friends of those who lost their lives in this accident and we await the final report by the ATSB due in 2021.”

Hood noted that the full investigation could take over 18 months to complete.

Further investigation by the ATSB will inquire into the derailment sequence, track condition, rollingstock condition, crew and passenger survivability, train operation, and management of train operations.

So far, the investigation has not found a fault with the rollingstock or the track itself that directly contributed to the derailment.

Proportion of women in rail growing: ARA Survey More women than ever are participating in the rail industry, survey results released today show.

The Australasian Rail Association’s (ARA) 2018-2019 Gender Diversity Survey has recorded a 6 per cent improvement in the percentage of women in the rail workforce.

Women now make up 27 per cent of the rail industry workforce. 22 per cent of management roles are now held by women, a 3 per cent increase.

Announcing the results, ARA CEO Caroline Wilkie said that while the figures are positive, there is more that can be done.

“While it is great to see these improvements across the industry, women’s participation in rail remains below the national average and shows there is still more work to do.”

The sector also saw a dramatic jump in the number of organisations that have employer funded paid parental leave, rising from 16 per

cent in 2016-2017 to 62 per cent in 2018-2019.

The survey builds upon the ARA’s Women in Rail Strategy, which was launched in 2017. The Strategy focuses on attraction and promotion, improved networks, retention, and national benchmarking to encouraged gender diversity in the rail industry.

The survey has highlighted organisations within the rail industry that are making a concerted effort to have a gender diverse workforce. 86 per cent of organisations have formal policies or strategies to support gender diversity, and over half have specific recruitment policies or strategies to improve gender balance. Furthermore, three quarters had policies in support of flexible work arrangements in place.

“We have seen a really strong push to attract more women to the industry and retain those already in the industry since our last survey and

expect to see further improvements on these outcomes in the near future,” said Wilkie.

The survey included responses from 42 organisations working in the rail industry, which combined represent over 50,000 employees.

The sector with the highest proportion of women were consultants, with 38 per cent.

Consultants also had the highest proportion of respondents with gender diversity policies or strategies, with 100 per cent of respondents reporting a policy or sector.

Women made up a lower proportion of non-manger roles such as clerical and administrative roles, and sales roles in the 2018-2019 survey, however the proportion of women in technicians and trade and labourers roles rose. There were jumps in the proportion of women in key management personnel, other executives/general managers, and senior managers.

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35

participating organisations

65

projects conducted

The Rail Manufacturing CRC is closing its doors on 30 June, 2020

51

PhD students supported

RMCRC_Ltd

rail-manufacturing-crc

Thank you to our rail industry and university participants for their contribution and ongoing support over the last six years. Our legacy will be an evolved culture of rail collaboration and innovation delivered through our programs, the technologies developed, and the PhD students completing rail-related research, ready to join the rail industry in coming years.

Learn more about our completed projects and student success stories at www.rmcrc.com.au

News

New South Wales

Final stage of Sydney’s CBD light rail opens NSW Minister for Transport Andrew Constance didn’t attend the opening due to travel restrictions and opened the line remotely via video message.

“Opening the Kingsford leg is an important completion of the project,” Constance said in his virtual message.

“It’s not a time to get on the light rail for fun.”

Transport for NSW stated that the opening of the new line is focused on benefiting passengers who need to undertake essential travel, giving them another option.

The opening of the new line provides public

transport for workers and the community in the south east as it services the important health precinct and the city.

From 4 April 2020, trams on both the L2 Randwick Line and L3 Kingsford Line will operate between 5am and 1am, with weekday services between 7am and 7pm running every 4-8 minutes in the CBD and every 8-12 minutes in the south east.

In Parramatta, work is continuing on the construction of the light rail line there.

Utility identification and excavation work has begun.

The light rail line is now fully operational.

PHOTOGRAPHY BY RAILGALLERY.COM.AU.

The 12-kilometre Sydney CBD and South East Light Rail network is now complete and operational.

Passenger services are now running on the new L3 Kingsford Line between Circular Quay and Kingsford.

The first passenger tram departed Juniors Kingsford at 5am Friday, April 3 and services on the line will run until 1am on Saturday morning.

This is the second part of the $2.9 billion CBD and South East Light Rail project, which began operating between Circular Quay and Randwick four months ago.

Sydney Light Rail stated that operations will be fine-tuned over a period of time as the L3 Kingsford Line is integrated with the L2 Randwick Line and while services are bedded down.

“With light rail running down Anzac Parade through Kensington and Kingsford, it is vital all road users follow traffic signals and for pedestrians in particular to be aware that there are two-stage crossings to connect to the light rail stops,” Sydney Light Rail said in a statement.

EOIs released for Sydney Metro West NSW Transport Minister Andrew Constance has announced that the Sydney Metro West is progressing to the next stage.

“Sydney Metro is now in a position to progress procurement with the release of the expressions of interest,” said a Transport for NSW (TfNSW) spokesperson.

The announcement covers tunnelling work for the Metro West line, which would connect the Sydney CBD and Parramatta in 20 minutes, via the Bays Precinct, and Sydney Olympic Park, and then terminate at Westmead. The contract covers two twin tunnels of almost 50 kilometres, first announced to industry in October.

“Industry was asked to register their interest in October 2019 and 21 national and international participants worked with Sydney Metro to refine the tunnelling procurement strategy and scope of works,” said the spokesperson.

The two tunnelling contracts will comprise twin tunnels from Westmead to Sydney Olympic Park, and from Sydney Olympic Park to the Bays.

Companies listed as responding to the initial register of interest on the NSW government eTendering site include Boygues Construction, CPB Contractors, FCC Construcción, McConnell Dowell, and Obayashi Corporation.

“The process also allows new parties to request access to the EOI documentation,” said the spokesperson.

Tunnel boring machines are expected to begin in 2022 and construction will lead to a number of jobs across Sydney, said Constance.

“Now more than ever, infrastructure projects like Sydney Metro West support jobs, communities and the economy – Sydney Metro West will create more than 10,000 direct new jobs and 70,000 indirect jobs, with thousands of these jobs being generated by these new tunnelling contracts,” said Constance.

The Western Sydney Business Chamber welcomed the announcement for its potential to stimulate the city’s economy.

“I have no doubt that Sydney Metro West will be our ‘Hoover Dam’ project – a massive construction project over many years that put thousands of people to work and will stimulate

economic activity across the route,” said David Borger, executive director of the Western Sydney Business Chamber.

Borger encouraged the NSW government to proceed with other rail projects, such as Parramatta Light Rail Stage 2.

“Western Sydney’s infrastructure deficit is going to be a key way that we build our economic recovery and get our people back to work. The best thing the NSW government can do is push forward with its transport plans and get building as soon as possible.”

In addition to stations at Westmead, Parramatta, Sydney Olympic Park, the Bays Precinct, and a yet to be finalised location in the Sydney CBD, there are confirmed stations at North Strathfield, Burwood North and Five Dock. A stabling and maintenance facility will be built at Clyde.

“We need to be going full steam ahead on this project so that we are ready to get digging as soon as possible. I encourage the NSW Government to resolve the issues of the outstanding station locations at Rydalmere and Pyrmont as soon as possible,” said Borger.

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News

Victoria

Toorak Road level crossing finished in April

CREDIT: LEVEL CROSSINGS REMOVAL PROJECT.

The crossing is the 35th level crossing to go in Victoria.

16 | ISSUE 5 2020 | RAIL EXPRESS

Careful manoeuvring to place the L beam on to the crosshead.

CREDIT: LEVEL CROSSINGS REMOVAL PROJECT.

Trains are travelling over the new rail bridge at Toorak Road for the first time as part of the Toorak Road level crossing removal.

On Monday morning, April 13, Victoria’s 35th level crossing was officially removed, six months ahead of schedule.

For the past nine days, crews have worked around the clock to remove the boom gates, lay new tracks, install wiring and signalling, and connect the new rail bridge to the Glen Waverley Line.

The new rail bridge was largely constructed with 40 locally manufactured L-beams forming the bridge, each up to 31 metres long and weighing up to 128 tonnes.

Prior to its removal, Toorak Road was one of Victoria’s most congested level crossings.

The major removal is part of Victoria’s Big Build program, and works continue to deliver the Labor Government’s $70 billion infrastructure program.

The Metro Tunnel Project’s first two Tunnel Boring Machines (TBMs), Joan and Meg, have both broken through at South Kensington.

The remaining two TBMs, Alice and Millie, are being assembled at Anzac Station, with preparations underway for both machines to be launched in the coming weeks.

The Regional Rail Revival program is also on track. Workers have upgraded four level crossings on the Warrnambool line as part of the $114 million Warrnambool Line Upgrade.

Premier Daniel Andrews said 35 dangerous and congested level crossings have been removed and the government is now almost halfway to delivering its promise of removing 75 level crossings by 2025.

“Work looks a little different on our big build – with extra physical distancing

precautions in place due to coronavirus, so we can protect our workers and protect their jobs,” Andrews said.

Strict protocols are in place on all Major Transport Infrastructure Authority worksites to protect the health and safety of construction workers and the community, and are consistent with the advice from the chief health officer.

Construction activities have been modified to allow social distancing and extra protection for workers who need to work in proximity for short periods of time, as well as enhanced industrial cleaning and additional hygiene measures in place.

Jacinta Allan, minister for transport infrastructure said more vital works will continue across the city and state, with

additional measures to keep workers safe and to get these projects done.

WORK ABOUT TO BEGIN ON LEVEL CROSSINGS IN WERRIBEE Site establishment works are underway to remove two level crossings west of Melbourne near Werribee.

This month, site office and are preparation works will begin at the Werribee Street level crossing and at the Old Geelong Road level crossing in Hoppers Crossing.

At Werribee Street, the Level Crossing Removal Project will construct a new rail bridge over Werribee Street. Works in April and May will involve setting up site offices on Cottrell Street, locating utilities including electricity and water and removing trees and vegetation within the project area.

Work will then begin on piling for bridge foundations and a temporary track, to ensure freight services can continue running on the Geelong Line.

Similar works will get underway at the Hoppers Crossing Site to prepare for the construction of a road bridge and pedestrian overpass above the rail line. The Hoppers Crossing station carpark will be relocated while works are progressing.

These works notifications following the confirmation of designs for the two-level crossing removals. McConnell Dowell, Arup, Mott MacDonald, and Metro Trains Melbourne will be delivering the work, in addition to the Cherry Street level crossing work nearby.

News

Queensland

Major works continue on Cross River Rail April as piling begins on the demolished Lot 1 site. Excavation of the tunnel shaft will begin at Lot 2, and during this time piling finishes and an acoustic shed will be constructed. These works involve traffic and footpath closures on Mary Street and Albert Street.

Excavation work in the heart of the Brisbane CBD work will involve rock breaking, removal of excavated material, and ground stabilisation and retention work.

The underground Boggo Road station will be where the Cross River Rail project at its southern terminus connects to the existing rail network. During April, major works will continue there as the excavation of the station box begins. Site office buildings will be constructed onsite, along with internal roads and paths. Utility services will be relocated and some pedestrian movements will be disrupted.

The play equipment at Outlook Park will be moved closer to Dutton Park State School.

All work on the Cross River Rail project will follow Australian and Queensland government health advice in relation to coronavirus (COVID-19), however as an essential service, work will continue as planned.

CREDIT: CROSS RIVER RAIL.

Throughout April, works will be progressing on the Cross River Rail project.

The CBGU joint venture, made up of CPB Contractors, BAM, Ghella, and UGL, will be carrying out the design and construction works for the Roma Street, Albert Street and Boggo Road stations.

At Roma Street, works will continue on the demolition of Hotel Jen, East and West Towers.

This involves, the disconnection of utilities, scaffolding work, and structural demolition.

Additionally, the former coach terminal access ramp will be demolishing during April and May 2020.

Tunnelling work at Roma Street is also taking place, with the establishment of the site progressing. Works include constructing the tunnel access shaft, installing an acoustic shed, and bringing in tunnelling plant and equipment.

At Albert Street, work will increase during

Piling works at Boggo Road.

Preparation works continue for Gold Coast Light Rail Stage 3A construction contractors to build stage 3A. Announced in early February, those contractors are John Holland, a joint venture between Fulton Hogan and UGL, and CPBSW, a joint venture of CPB Contractors and Seymour Whyte Constructions.

Member for Gaven Meaghan Scanlon said that these works will enable the successful contractor to begin immediately.

“By getting started now, we’re paving the way for major works to start on the next stage as soon as possible once the construction contract is awarded.”

Measures are in place to ensure social distancing guidelines are followed during the

construction works, for the benefit of both workers and the community, said Scanlon.

“The plans outline social distancing and other protective measures covering workers, as well as safeguards for the community during these challenging times.”

In addition to the construction compound, borehole testing and site investigations are taking place at night along the Gold Coast Highway.

The $709 million Stage 3A is jointly funded by the local, state and federal government, which have contributed $92m, $351m, and $269m, respectively.

Works are in advance of a contractor being announced.

IMAGE CREDIT: RAILGALLERY.COM.AU

Queensland’s Department for Transport and Main Roads (TMR) is preparing the ground for the construction of Gold Coast Light Rail Stage 3A. Ahead of a wining tenderer being appointed, TMR workers have been fencing off areas at Broadbeach to build a construction compound.

Signalling the importance of rail infrastructure projects such as Gold Coast Light Rail to the state’s post—coronavirus (COVID-19) recovery, Premier Annastacia Palaszczuk said the project would create hundreds of jobs.

“Light rail on the Gold Coast is an important local employer, supporting about 800 operational jobs with this next stage to Burleigh expected to support more than 760 jobs.”

Earlier in April, the Gold Coast light rail system passed the 50 million trips milestone, and by extending the line further south, more people are hoped to use the service.

“This next stage is vital to not only creating more jobs, but also connecting the southern Gold Coast to the rest of the line and getting more people onto public transport into the future,” said Palaszczuk.

The operator, GoldlinQ, has shortlisted three

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Western Australia

Contractor announced for Bayswater Station construction The preferred proponent for the construction of the Bayswater Station is Evolve Bayswater Alliance, Coleman Rail.

The $253 million contract, awarded by the Western Australia government as part of the Metronet project, covers the building of the station, precinct works, new platforms, and rail infrastructure. The Bayswater station serves as a crucial linking point between the Midland Line to the future Forrestfield-Airport Link and the MorleyEllenbrook Line.

Once construction is complete on these new lines, more trains will run more often between Bayswater and Claremont, driving greater use of public transport in Perth, said WA Transport Minister Rita Saffioti.

“Bayswater is on track to becoming one of Perth’s best connected communities, with access to three rail lines and many bus services,” she said.

A rail turnback for Forrestfield-Airport Link operations will also be built.

“In times like these it’s important we continue to progress the projects that will provide work for local businesses and keep

workers in their jobs. This will ultimately support the state’s wider economy,” said Saffioti.

The contract will involve staged construction of the two island platforms.

The first will be constructed while the current line and station are still being used.

When complete, trains will begin using this new platform while the old station is removed and a new platform is built for the Morley-Ellenbrook Line.

“Building this project, combined with construction of other nearby major projects like the Tonkin Gap and MorleyEllenbrook Line, will help support the WA economy through some tough times ahead,” said Saffioti.

Utility and environmental works have already begun at Bayswater Station, as have improvements to Meltham and Ashfield stations, and the future station will improve the surrounding community, said Maylands MLA, Lisa Baker.

“Bayswater Station is more than just a public transport project – the wider Bayswater community will also benefit with

new public spaces and more pedestrianfriendly streets around the station,” she said.

In April, tunnelling was also finished on the Forrestfield-Airport link.

On April 20, tunnel boring machine Sandy broke through at the Bayswater dive structure. WA Premier Mark McGowan said that the completion of tunnelling is a “major milestone” for WA. “While Western Australia has been grappling with COVID-19, TBM Sandy and the project team have been continuing to work on this incredible project for Perth.”

The breakthrough ended 900 days of tunnelling under Perth Airport and the Swan River, to create two twin 8km tunnels.

Now that tunnelling is finished, track will start to be laid from July 2020. The track slab is half installed while construction and fit out of the station buildings continues.

“In times like these it’s important we continue to progress projects that will provide work for local businesses and keep workers in their jobs, ultimately supporting the State’s wider economy,” said McGowan.

Initial report into Jumperkine collision released The Australian Transport Safety Bureau (ATSB) has released its preliminary report into a freight train collision at Jumperkine in Western Australia.

The collision occurred on 24 December, 2019, when a Pacific National freight train travelling towards Perth collided with the rear of a stationary grain train, operated by Watco.

The driver of the Pacific National train, Greg Reid, suffered fatal injuries.

Prior to the collision the freight train passed a signal set at caution, then a temporary speed restriction ahead sign warning of a 30km/h speed restriction. The preliminary report then establishes that the freight train passed a signal set at stop when travelling at 72km/h.

Roughly 60 metres after the stop signal, the freight train passed a temporary speed restriction start sign, and the driver applied the brake three seconds later. This slowed the train down as it travelled around a left hand curve and then onto a straight section of track.

The report then notes that the rear of the

grain train would have come into view, leading the driver to apply the emergency brake. 13 seconds after the brake was applied the freight train collided with the grain train.

The collision occurred at 2am and the driver was acknowledging the vigilance system alerts.

Before the collision a network controlled had attempted to contact the driver, but there was no response.

ATSB director transport safety Stuart Godley said that further investigations would be undertaken.

“In the coming months, transport safety investigators will examine the functionality of the locomotive’s braking and vigilance control systems and undertake further analysis of event data recorders and video recordings,” said Godley.

A spokesperson for Pacific National said the company acknowledges the report.

“At Pacific National the safety of our employees and contractors is our highest priority and as a business we are devastated

by the loss of our train driver Greg Reid in this very unfortunate incident. We continue to offer support to Greg’s family.”

Arc Infrastructure, the operator and manager of the accident site, also noted the report.

“Arc Infrastructure fully cooperated with the ATSB in their investigation including providing an internal investigation report into the Jumperkine incident. Arc Infrastructure remains committed to working with industry to continue to improve the safety of the rail industry,” said an Arc Infrastructure spokesperson.

“We wish to thank the ATSB for the detailed factual information contained in the report and for their ongoing commitment to safety in our industry.”

Proactive safety actions have been taken by both Pacific National and Arc Infrastructure and cover operations carried out between midnight and 6am, the calling of train routes, and processes for when a train has stopped.

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CREDIT: RAILGALLERY.COM.AU

Sustainability

Sydney Metro has required contractors to meet sustainability outcomes.

Embedding sustainability in times of uncertainty No longer an optional addition, rail infrastructure projects are looking to mandate sustainability as part of the project’s outcomes, and are looking to their long-term impact on people and environment.

Incorporating sustainability into the construction of a rail project may seem like an oxymoron. As rail transport gets people out of cars and into electrically powered trains, and goods off trucks and onto more efficient freight trains, isn’t rail by its very nature sustainable?

Ainsley Simpson, CEO of the Infrastructure Sustainability Council of Australia (ISCA), argues that this is not the case.

“Just because it’s rail doesn’t make it more sustainable, similarly just because a wind farm produces renewable energy doesn’t mean that it’s been planned in the most sustainable way.

It doesn’t mean it’s been designed in the most sustainable way, and certainly not that it has been constructed in the most sustainable way.”

Simpson’s argument that sustainability need to be a bigger focus in infrastructure construction is backed by some heavy hitters within the infrastructure sector, with Infrastructure Australia noting in its 2019 Infrastructure Audit that governments “often do not incorporate sustainability or resilience into their final infrastructure projects”.

“We do see occasionally on project or programs of work, contractual requirements or even preferred options around resilience and sustainability,” said Peter Colacino, chief of policy and research at Infrastructure Australia.

“And obviously their inclusion time to time points to their exclusion the rest of the time.”

Researchers have also pointed to the emissions intensity of large infrastructure projects. In a 2017 study, researchers from the University of NSW, The University of Sydney,

20 | ISSUE 5 2020 | RAIL EXPRESS

and the University of Melbourne found that while direct emissions from the construction sector in Australia were low, at 1.9 per cent of Australia’s direct emissions in 2013, emissions contributed by infrastructure when measured by final demand made up almost a fifth of Australia’s carbon footprint, 18.1 per cent. This calculation involved looking at not only the carbon emissions involved in the process of building, but those that were emitted in the course of manufacturing the building materials and providing other services, what’s known as embodied emissions.

In rail projects, which have a lifetime of 100 years, carbon emissions from the construction process and embodied emissions within construction materials can account for almost half of all emissions over the asset’s lifetime.

With these figures in hand, rail projects being built now are looking at how they can cut the emissions involved in construction and ensure that rail infrastructure is sustainable from all perspectives. One project that Simpson highlights as leading the way is the Sydney Metro project in combining operational, design, and construction impacts.

“Sydney Metro included all of the embodied energy and the construction materials that were being used, so they looked at using lowemission concrete and more recycled steel, which had a considerable reduction in the footprint of their project. They also had a look at how they might reduce operational energy, through design and the ways in which they operate the trainsets themselves, and then

they’ve got the power purchasing agreement where they are offsetting 100 per cent of their operational energy with renewable energy.

That’s a first in Australia, nothing has been done like that ever before.”

While this is a commendable example, looking across the field as a whole, Colacino argues that there needs to be greater consistency in the way that the infrastructure sector approaches thinking about the long-term future of their assets.

“A strong message in the 2019 audit is that there’s no consistent approach to resilience, and I think we’ve seen in this year – perhaps more than any year for people within the last century – just how critical resilience is, whether it’s floods that follow bushfires on the south coast of NSW, or of course the coronavirus (COVID-19) pandemic which is affecting us now. We’ve seen this compounding impact.”

Where sustainability has been incorporated into projects, it is often because of efforts initiated at the beginning of a project or at a leadership level. While Infrastructure Australia found that until now governments were not often including sustainability, in rail at least, Simpson and Colacino have seen a greater focus on sustainability.

“We’re definitely seeing a greater consideration of social and environmental issues, and I think the challenge is around putting a cost around some of those issues and assessing them to monetise and then cost them,” said Colacino.

Simpson similarly noted a shift in the way

that governments approach sustainability.

“Particularly in the last three years there has been almost a doubling of emphasis and importance placed on sustainability,” said Simpson. “What we’ve seen is a significant shift for the transport sector that is largely being driven by government authorities wanting to demonstrate best practice and government wanting to ensure that social and community outcomes are being delivered by their projects.

“The way that they’re doing that is contractualising sustainability performance measurement.”

CONTRACTING SUSTAINABILITY The shift in the way that infrastructure authorities and governments are thinking about sustainability can be seen in the sustainability reports put out with each project.

No longer a catalogue of emissions reduced, or waste avoided at the end of the project, the reports are now stipulating how contractors and subcontractors are mandated to find sustainable solutions and are becoming much more of a compliance document than a public relations exercise.

As Sydney Metro outlines in its June 2019 update to the 2017-2024 Sydney Metro City and Southwest Sustainability Strategy, targets within the strategy will be embedded within contract requirements. Outcomes to be included in contracts include Aboriginal participation, apprenticeships offered, emissions and pollution, and climate change resilience.

The appearance of such initiatives in contract documents highlights how previously qualitative values have begun to be quantified.

Colacino sees some more creative thinking occurring to incorporate these factors.

“If you think about quality of life and you’re considering the way that people perceive social time or access to recreational facilities, they are difficult to monetise. Therefore, we need to make sure we’re considering the range of tools that are available to improve decision-making.

That means thinking about building a better evidence base about the impact of some of these themes on people’s lives.”

This ensures that the push towards sustainability does not end when the project finishes, but percolates throughout the supply chain in the practices and norms of the sector.

One way this can be measured is in the bulk of projects now receiving Infrastructure Sustainability (IS) ratings, certified by ISCA. As the CEO, Simpson oversees how these projects are able to prove that they have met standards and thresholds for sustainability.

“Three years ago, we had $65 billion of infrastructure under rating, now it’s over 170bn.”

“As you look beyond the immediacy of delivering a project to the long-term issues of market health and community outcomes, sustainability will always be a core consideration and so it should be.”

Peter Colacino, Infrastructure Australia, Chief of Policy and Research Each state in Australia has different requirements about what projects have to measure their performance, starting at projects above $100 million in Queensland and Western Australia, projects above $50m, all state significant works in NSW and capital works above $10m in the ACT. In Victoria, where major projects such as the Level Crossing Removal Project have been split up into smaller packages, each of the packages are being rated. With all states having committed to net-zero carbon emissions by 2050, and the federal government having signed onto the Paris agreement, infrastructure will be one area where governments are looking to find environmental outcomes.

Outside of government mandates, being able to prove and certify with an independent third body that projects are sustainable is also being encouraged by the private sector.

“There’s a shift with investors as well and they’re interested in investing in infrastructure that has got resilience and is inclusive and will drive a low carbon economy into the future,” said Simpson.

Colacino has also heard from industry that private sector funding is encouraging sustainable thinking.

“Consideration around sustainability issues are growing as a focus for investors and there’s a whole class of funds that are specifically looking for those projects.”

While large rail projects have the funding and resources to be able to implement sustainability plans and comply with audit requirements, smaller contractors carrying out smaller packages of work may not be able to commit to the same level of sustainability.

Simpson looks to larger infrastructure organisations to lead the way.

“There’s going to need to be investment in making sure that Tier 2 and 3 contractors are able to deliver these outcomes and are appropriately resourced and skilled and supported to do that.”

Additionally, embedding sustainability into brownfield projects and ongoing maintenance

presents another area where sustainable outcomes can be embedded into work practices, and not act as an addition.

“While we’ve got this pipeline of new infrastructure building coming up, I don’t think that we should forget the tremendous asset base that we already have and that there is some low hanging fruit in how we maintain and operate that infrastructure,” said Simpson.

Within these contracted requirements for new and existing infrastructure, what a sustainable outcome means will be distinct for each project.

For updating existing infrastructure, Metro Trains Melbourne targeted improving water consumption in 2019, and by conducting a water audit leaks were able to be found, which reduced water consumption across the network by 35 per cent.

In Auckland, City Rail Link has looked to engage with local Maori iwi, or tribes, to ensure that in its construction phase, the project benefits the local community.

Another emerging area of focus is the move to a circular economy, said Colacino.

“Increasingly, we’re seeing consideration around recycled materials, reducing the use of water in construction, sourcing sustainable products like timber, and of course there’s waste.”

Whether driven by government targets, private sector investment, or civil construction practices, sustainability will increasingly become part of all projects as a way to mitigate against an uncertain future, said Colacino.

“If you look over the long term, issues of sustainability become increasingly important.

We’re existing in a rapidly changing, uncertain market and COVID-19 is the standout example of that at the moment, but cyber-attack is a key risk for many infrastructure projects and equally factors like natural hazards, fire and flood.

“As you look beyond the immediacy of delivering a project to the long-term issues of market health and community outcomes, sustainability will always be a core consideration and so it should be.”

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Sustainability

Recycled First building future rail projects In February 2020, the Victorian government announced its major new waste policy, Recycling Victoria: A new economy. Covering all waste from household, commercial, to industrial, the announcement was swiftly followed by an update from the Major Transport Infrastructure Authority, applying the goals of the program to Victoria’s Big Build, than 100 major road and rail projects around the state.

Combined, the two policies signalled a new approach to waste management and resource recovery in major infrastructure works. Instead of using recycled or reused materials in an ‘ad hoc’ manner, Recycled First applied a uniform approach across the infrastructure sector, and hopes to not only drive change within the way that Victoria manages and uses its resources, but alter sector-wide construction practices.

Announcing the initiative, Minister for Transport Infrastructure Jacinta Allan highlighted that the size of Victoria’s construction pipeline means that an initiative such as this can have wider effects.

“Recycled First will boost the demand for reused materials right across our construction sector – driving innovation in sustainable materials and changing the way we think about waste products.”

Prior to the initiative, recycled materials had been in use in some rail projects in Victoria. A trial of sleepers made from recycled plastics is already underway at Richmond, the first time these sleepers had been used outside of low-volume tourist railways.

Additionally, excavated soil from the Metro Tunnel site was repurposed to be employed as pavement layers on roads in Point Cook, a suburb south-west of Melbourne. These specific programs come in addition to other works, such as site-won earthworks and the re-use of rails, said Alexis Davison, director, program services and engineer, Major Road Projects Victoria.

“Rails and sleepers are already reused in rail projects along with recycled glass sand, rubber and steel – Recycled First takes this further by supporting research to identify emerging markets.”

The rollout of Recycled First aims to take

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CREDIT: RAILGALLERY.COM.AU

The Victorian government is taking a new approach to the incorporation of recycled materials in major infrastructure projects.

Recycled materials can be used in construction and maintenance of rail track.

this a step further. So far, the program has taken a collaborative approach and has consulted with industry on its implementation.

Rather than mandating a one-size fits all threshold or target for recycled content used in projects or waste that avoids landfill, the project takes a case-by-case approach.

When applied to major rail projects, the Recycled First policy will ask tenderers to ascertain what opportunities there are to maximise the use of recycled and reused Victorian materials, and once underway, report on the types, applications, volume, and source of the materials.

By flexibly implementing the policy, hopes are to stimulate innovation in the application of recycled materials and increase the quality of those products used.

“Victoria will benefit immensely from incorporating recycled content into our road and rail projects, by keeping waste out of landfill, reducing reliance on virgin materials and curbing greenhouse gas emissions,” said Davidson.

While the Recycled First initiative will apply

to future projects, some of those under the mandate of MTIA have established a pathway for further innovation. On the Caufield to Dandenong Level Crossing Removal Project, 50,000 tonnes of recycled crushed concrete was used and rail barriers were made out of recycled plastic content.

Recycled glass sand was used in the Koroit Creek level crossing removal and the Wyndham Vale Stabling Yard. Completed in April, the stabling yard further trialled 120 recycled plastic sleepers, the same as those being trialled at Richmond station.

In future, the project could also expand to maintenance works on transport infrastructure, providing a larger market for the use of recycled materials.

At the launch of Recycled First, Allan highlighted that the shape and implementation of the project now will lead to the sustainable infrastructure of tomorrow.

“We’re paving a greener future for Victoria’s infrastructure, turning waste into vital materials for our huge transport agenda and getting rubbish out of landfills.”

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CONTACT OLIVER PROBERT

BUSINESS DEVELOPMENT MANAGER, RAIL EXPRESS 02 9439 7227 | 0435 946 869 OLIVER.PROBERT @ PRIMECREATIVE.COM.AU

CONDITION MONITORING Delivering efficiencies and being able to cut the costs of operations can be the difference between winning a contract, and having another tender sit gathering dust. Especially when it comes to maintenance, having the knowledge of when to invest in upkeep and when overhauls are not yet needed can provide a significant point of difference.

This has been where condition monitoring has come in.

Rather than simply overhauling a train carriage when it runs for a number of kilometres set at the time of manufacture, or replacing a length of track after a set date, the technologies of condition monitoring allow for accurate and precise maintenance, when it is needed and not before.

While the principles of condition monitoring have existed for some time, the increasing sophistication and lower barriers to entry in digital technology that can provide up-to-date readings on wear and tear around a rail network enable more informed decisions than ever.

In the August edition of Rail Express, we will be showcasing those products and service providers that are leading the way in condition monitoring.

To have your voice heard by key decision makers within the rail industry, get in touch with our team today.

A U S T RA L IA’ S L E A D IN G B U S I NESS TO B U SINESS RAIL PU B LICAT ION

Sustainability

CREDIT: RAILGALLERY.COM.AU

Aurizon and Inland Rail are striving to sustainably strengthen Australia’s rail freight network.

Achieving sustainability Australia’s largest rail infrastructure project, Inland Rail and Australia’s largest rail freight operator, Aurizon, share how they’re meeting sustainability targets.

Successful management of sustainabilityrelated targets requires a collaborative effort. Once the 1,700km rail network is complete, Inland Rail will be the backbone of Australia’s national freight rail network.

The scale and the significance of the project creates an opportunity to set new benchmarks and standards in environmental and socioeconomic performance.

Similarly, as the operator of a rail network distributed across regional Australia, Aurizon’s has the potential to contribute to sustainability in the communities in which it operates. The company’s sustainability strategy sets out that it aims to achieve resilience and resourcefulness through the transportation of bulk goods and commodities. While environmental strategies are an essential focus for both Aurizon and Inland Rail’s network, social sustainability is key facet of their approach to sustainability.

Most directly, social sustainability is promoted by both network managers in the design, maintenance and construction of rail track and associated infrastructure. As Inland Rail is transitioning from the design phase to construction, the company is primarily focused on benefiting regional towns along the alignment over the next stages of the project.

Meanwhile, Aurizon is ensuring it is sustaining employment and enhancing businesses in the non-metropolitan areas of its rail network.

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Creating opportunities for the development of a skilled local workforce through construction and operation is helping to deliver key national priorities for infrastructure and economic policy. In Inland Rail and Aurizon’s respective rail transport system, linking communities and strengthening the rail and national supply chain industries go hand in hand.

INLAND RAIL’S SUSTAINABLE PRIORITIES Richard Wankmuller, Inland Rail CEO, stated in last year’s annual sustainability report that Inland Rail’s focus on social, environmental, and economic sustainability ensures the organisation is continuously striving to deliver the best possible outcomes for communities and the natural environment. Wankmuller acknowledged in the 2018-19 report that the once-in-a-generation rail project is only in its early phase, enabling Inland Rail to provide a unique opportunity to influence the effectiveness, benefits, and outcomes from its model for future rail infrastructure.

With the first stage of construction of the 103km Parkes to Narromine project expected to be completed in mid-2020, the billions of dollars invested to create the Brisbane to Melbourne rail freight network is also an investment for local communities and affected landowners to mitigate long-term economic

and environmental impacts and create ongoing community benefits. With the separate sections of Inland Rail’s alignment at under varying stages of development, going forward, the sustainability program will commence annual public reporting of environmental and socioeconomic benefits realised during the design and construction of the program.

According to Rebecca Pickering, Inland Rail director of engagement, environment, and property, Inland Rail is aiming to establish a new sustainability benchmark for environmental and socio-economic performance for Australian Rail Track Corporation (ARTC) operations and the rail industry more widely. “Our engineers don’t need prompting about Inland Rail’s sustainability opportunities. Largely in this design phase, the team is driving smarter and innovative strategies that have never been seen in the industry before,” she said.

Pickering credits the wider strategic business framework of Inland Rail for empowering regional and local communities to take advantage of the thousands of jobs and millions of dollars of procurement that will be generated during construction of the Inland Rail alignment. “To achieve our vision, we need to be innovative, agile and global in our thinking. Sustainability provides a framework to drive and support this culture,” she said.

Pickering said the environmental, social, and cultural outcomes are of equal importance to Inland Rail’s economic objectives. “We’ve already achieved success in managing impacts and creating connectivity in regional communities. A major chunk of recent success is the ability to provide sustainable jobs, which has been crucial during the current state of the economy,” she said. At the peak of construction, Inland Rail will create more than 16,000 direct and indirect jobs. An additional 700 ongoing jobs will be created once Inland Rail is operational. Pickering said $89 million has been spent with local businesses on-top of wages and every stage of construction is another opportunity to improve engagement and achieve ongoing sustainability.

“Not everything is set in stone, it’s a changing landscape so it’s super exciting and inspiring to connect so many regional communities.

Recycling of materials, further consultation, and exceeding sustainability requirements are a focus as our strategies evolve,” Pickering said.

sustainable value for our stakeholders,” the spokesperson said.

Sustainability is central to Aurizon’s response to the current challenging times.

“Our core value is safety, and Aurizon has implemented a range of proactive and practical measures to protect the health and safety of employees as well as provide business continuity to our customers. We cannot achieve operational performance objectives or maintain our social licence to operate unless we ensure the safety of our employees, our contractors, and our communities,” the spokesperson said.

Aurizon reset its strategic framework in 2018. Since the re-modelling to ensure the sustainable success of the business, the new Strategy in Action framework has been driving focus in Aurizon’s short-term activity within a framework of what is required for long-term growth and success. “We strive to ensure that our sustainability framework reflects significant economic, environmental, and social priorities that may influence strategic decision-making or have significant impacts on our business and our key stakeholders. As such, we continuously assess the material issues that affect our business, our stakeholders, and our operating environment,” the spokesperson said.

In taking a broad approach to sustainability, both Aurizon and Inland rail demonstrate the importance of resilient freight rail transport networks to the ongoing vitality of regional communities.

CREDIT: RAILGALLERY.COM.AU

AURIZON’S SUSTAINABLE FUTURE Aurizon’s reporting of its environmental, social, and financial sustainability has given an insight into how the ASX-listed company is managing the impact of a widely dispersed railway network throughout central Queensland.

According to its 2019 sustainably report, Aurizon is committed to continuing its strong track record in supporting a highly efficient and globally competitive supply chain for Australian

commodity exports, especially for coal.

Aurizon takes a direct approach to reporting environmental, social and governance (ESG) disclosures to stakeholders with the publication of its annual Sustainability Report. In August 2019, Aurizon maintained a ‘Leading’ rating for the fifth consecutive year from the Australian Council of Superannuation Investors (ACSI) for corporate sustainability reporting in Australia.

Having received this rating for over four consecutive years, Aurizon has again been considered a ‘leader’ by ACSI, along with 45 other ASX200 companies.

Andrew Harding, Aurizon CEO and managing director said it’s important that the company creates a business that is not only strong commercially and performs well for customers, but also plays a positive role in the regional communities. “It is a genuine demonstration that while we develop our business and operations to ensure the company’s ongoing success, it is the strength, resilience and resourcefulness of our people that are key to our sustainability,” Harding stated in the opening to Aurizon’s most recent sustainability report.

An Aurizon spokesperson said the company’s current priority and focus is sustainably managing the business through the COVID-19 pandemic. “Understanding our material impacts is necessary to develop our strategy and operate sustainably, and that addressing these impacts is key in creating

Below rail sustainable strategies aim to deliver key national priorities.

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Sustainability

The Bombardier TALENT 3 train.

Filling the gap Bombardier is helping rail operators achieve zero emissions on unelectrified track with its battery electric units while slashing lifecycle costs.

One of the key benefits of rail travel to the community is its low emissions. Whether powered via overhead lines or an electrified rail, trains offer fast, high volume mobility, and if powered by renewable energy, emissions free. That is, until the wire runs out.

In Australia, nationally there is 36,064 kilometres of track, but only a small portion of that in the major cities has an overhead power supply. In New Zealand, out of the total 4,128 kilometres of track, 589km is electrified. As the non-electrified sections of the network are often outside of major urban centres, getting regional travellers to travel by train presents the issue of running higher emitting vehicles, or undertaking costly electrification works on lines that have fewer services. These factors present an impediment to the zero emissions potential of rail transport, however one that is recently being overcome.

Launched in 2018, the Bombardier TALENT 3 train is a battery-electric multiple unit to fill the gap in-between electrification of entire rail networks and continued reliance on diesel-powered units. The TALENT 3 train can provide an operator with a 30 per cent reduction in the total cost of ownership, when compared to a conventional diesel

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multiple unit over a 30-year service life.

The train is powered by Bombardier MITRAC traction batteries and can run on non-electrified lines for distances of up to 100km. The batteries utilise recent technological innovation in fast charging and high-density lithium ion batteries which can be charged in less than 10 minutes while running on an electrified section of track, or through recuperating otherwise lost The trains are powered by Bombardier’s MITRAC propulsion system.

energy when the train is braking.

The research and development work that went into the TALENT 3 train was supported by the German federal government, research institutions, and regional German transport operators. Additionally, the technology behind the train was developed by Bombardier in its Mannheim laboratory in Germany. The newly inaugurated €1 million ($1.72m) facility contributed to the battery

The system’s innovation has been recognised in design awards.

components for the TALENT 3 train. In Europe, the demand for battery electric units is increasing, as shown in recent orders for trials of the trains in multiple countries.

In Germany, the innovation involved in the development and production of the TALENT 3 train was recognised in late 2018, when Bombardier won the Berlin Brandenburg innovation award. In particular the jury singled out the role that battery electric trains could provide to Germany’s non electrified network. The train could already operate on 30 per cent of the country’s non-electrified lines, and if costeffective electrification was done at end points, 75 per cent of lines that currently run diesel-powered services could be operated with battery power.

Commenting on the project, Bombardier’s head of sales – Australia and New Zealand, Todd Garvey, highlighted how the train would overcome network limitations.

“It was Bombardier’s goal to develop a quiet and eco-friendly train for passengers, while also offering operators the best alternative to higher emittting diesel trains on both cost and safety aspects.”

In Australia and New Zealand, where there are already proposals for the electrification of sections of regional and intercity track, the Bombardier TALENT 3 train could readily operate on lines such as the Hunter Line,

“The BEMU provides operators and governments with a zero-emission alternative to diesel propelled vehicles across their extended networks.”

Todd Garvey, head of sales – Australia and New Zealand at Bombardier Transportation a variety of V/Line services in Victoria, and partially electrified sections of track in New Zealand. However, the flexibility of batteryelectric trains enables new connections to be made.

“The BEMU – as we call it – has massive potential in the ANZ market as the cost barriers to deploy widescale electrification are considerable.

“Our BEMU provides operators and governments with a zero-emission alternative to diesel propelled vehicles across their extended networks. Once the electric line runs out, the batteries kick in and the vehicle can continue running as normal for up to 100 kilometres.

“The only additional infrastructure then would be strategically placed charging stations throughout the regional network that the vehicle can plug into, to recharge the battery,” said Garvey.

“This presents big savings and reduces the need for a large-scale civil works program. These battery trains are also quieter, and this is good in greenfield residential areas, for example, where diesel trains might not be the preferred option.”

The key to realising the benefits of battery trains is their flexibility. Not only do they reduce a network’s total emissions but eliminate the immediate impact of emissions caused by the trains themselves.

Emissions from diesel powered vehicles can limit their use in inner city areas and confined spaces such as tunnels. In addition, Bombardier’s TALENT 3 can achieve a significant reduction in noise, when compared to conventional DMUs. Combining the latest in battery technology and a pedigree of innovation, the TALENT 3 provides zero emissions mobility to a much wider audience.

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Sustainability

Adding value City Rail Link has redefined sustainability for the delivery of rail infrastructure projects.

The importance of embedding sustainability into a rail project from the outset may seem like an addition to the many other concerns that beset a rail infrastructure project in its early stages. However, incorporating sustainability outcomes at the beginning can have a significant impact. Even when taking the asset’s 100-year lifecycle – excluding traction power – into account, the embodied carbon in materials and use of energy in construction make up 47 per cent of greenhouse gas emissions. (this figure comes from the first two contract packages – C1 and C2 - of Auckland’s City Rail Link (CRL).

From the formation of City Rail Link Limited, the crown entity jointly funded

by Auckland Council and the New Zealand government, sustainability was core to the project, said Liz Root, principal sustainability advisor to the project. At the start, sustainability was on par with the other major elements of the project when Root joined the project six years ago.

“We were relatively small team of discipline project managers, all as peers, and sustainability was one of the things that we as a project were doing,” said Root.

Having come from the building and construction industry, Root was familiar with

Liz Root, principal sustainability advisor, City Rail Link.

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the array of codes, guidelines, and ratings, which could certify a building and construction project’s sustainability, but in moving to infrastructure, there was not the same kind of background understanding of the importance of sustainability in a project’s delivery. Early conversations in the project team focused on what sustainability meant for an infrastructure project. Although this could be seen as a disadvantage, for CRL this meant that the project team could redefine sustainability to be appropriate for their context.

New Zealand has a commitment to net zero carbon emissions by 2050, and Auckland Council has a target of zero waste to landfill by 2040. Root and the sustainability team used these goals to help define the project’s own sustainability objectives.

‘We are using the Infrastructure Sustainability Council of Australia (ISCA)’s Infrastructure Sustainability (IS) framework as a verification tool. It was a case of working with our wider project team to really understand if we just carried on as we were, where might we sit, where might our sustainability performance fall, and where can we stretch ourselves?” said Root.

These discussions were occurring as the first two contracts, C1 and C2, were progressing to early contractor involvement (ECI). Now, as the C3 stations and tunnels contracts are underway, sustainability has been embedded in the project.

“The journey has continued, and our thinking has evolved and enabled us to build an enhanced suite of requirements and expectations into the contracts,” said Root.

CRL has five focus areas within its sustainability strategy – reducing resource consumption, zero waste to landfill, social outcomes, Mana Whenua outcomes, and governance and reporting. Having begun from defining what sustainability means for the project, having these target areas within the IS framework can enable the project to provide measurable outcomes on sustainability, something that Root describes as an evolution for sustainability in infrastructure.

“Ten to fifteen years ago, sustainability was seen as full of tree huggers and hippies, and as something that was an expense, and for

Concept design of the interior of CRL’s Karangahape station incorporating traditional Māori designs and narratives.

me, it’s been really important that the work we do is really tangible and that we calculate and demonstrate the benefits of what we’re working to do,” said Root.

“That is where the IS framework comes in.

We’re setting ourselves targets in this space and challenging ourselves to reduce our footprint, to reduce our waste and here’s an independent industry body that can verify the work that we’re doing.”

WORKING TOWARDS OUTCOMES While the IS Framework is an important part of CRL’s sustainability strategy, Root highlights that the tool itself is not the goal.

“I’ve worked with rating tools in the built environment and infrastructure in the UK, Australia and NZ, with mixed feelings, and from a sustainability practitioner point of view, the rating tool is not really the end point, you want to deliver better outcomes, and deliver the project as efficiently and effectively as you can.”

This approach led to CRL using the ISCA verification tool to quantify outcomes.

“We want a particular performance in the IS rating to demonstrate that we’re at a particular level in our sustainability performance. We’ve already said resource

consumption and zero waste to landfill are really important so we’re going to focus our contractors on those parts of the tools, as well as the additional criteria around those areas, and ensure that it gets verified at the highest level of performance.”

Another area for CRL was making sure that the project reflected Mana Whenua cultural principles. While in NZ, under the Resources Management Act (RMA), projects such as CRL are required to engage with local Māori iwi or tribes. Since 2012, CRL had adopted a more in-depth form of collaboration with eight iwi in the Auckland area. This partnership has been structured through the Mana Whenua Forum, which is formalised in the project’s legally binding consent conditions. With CRL having adopted the IS Framework, Root was invited to present to the Forum on the project’s sustainability focus.

“At these types of presentations, people normally politely listen to what you’re saying and ask you the odd question or nod along. At the Mana Whenua Forum, I mentioned using the IS Framework, and it was not the polite nods and smiles and the odd question it was – I’m paraphrasing ¬– ‘What are you thinking using an Australian framework?’” said Root.

“Australians are not known for their reputation of engaging well with their Indigenous people, so I came away from that meeting thinking, ‘What are we going to do?’ but it was really the start of something fantastic. It was the start of numerous conversations, numerous hui [meetings] where I was sharing detail on the IS Framework, and actually going into some of the technical nuances around the criteria. It was a two-way process where Mana Whenua shared their world view.”

These discussions have led to the project embracing Māori principles of Kaitiakitanga, which covers ensuring the welfare of the people and the environment, while also fulfilling spiritual and emotional responsibilities to the environment and protecting, restoring, and enhancing the Māori view of the interconnectedness of living and non-living things. These principles then informed an adaptation of the IS Framework, which is one of the first in the world to incorporate indigenous cultural values. Within the project, the positive relationship with Mana Whenua has led to the design of stations and surrounding precincts incorporating cultural narratives. The project won international architectural awards for doing so, while also defining a process by which other projects could more deeply engage with their social and cultural context.

“Now other projects might use the same process that we used to engage with their local iwi around how their cultural considerations could be incorporated.

The precedent that we set is a process of collaboration,” said Root.

CRL’s collaboration with iwi through the Mana Whenua Forum provided another lens to analyse the project, in a similar way to how the sustainability team are able to appraise work on CRL. As Root describes, having these lenses can add value to an infrastructure project.

“We are really trying to do things better, more efficiently, and more effectively. It’s a slightly different lens and some of the value is actually maybe a different way of thinking.”

Rather than an add on, sustainability within the CRL has been a tool for the project to achieve better outcomes.

Interior concept design of the Mt Eden/Maungawhau Station. The design of CRL stations and surrounding precincts will reflect the strong parternship between the project and Māori in Auckland.

“I don’t think we’re ever trying to tell an engineer how to do their job, but instead we are saying can you achieve the same outcome with a bit less waste. For example, those temporary piles that we’re designing, is that something that can get removed afterwards for reuse rather than being buried?”

With sustainability sitting at the top as an overarching goal for the project, part of the challenge is to ensure this thinking percolates down into the contractors and subcontractors who carry out the project. Root has been enthused to see this happening at all levels of the project.

“They’re suddenly doing a rejig of the C1 office space as the project changes and I’m there ready to ask that question again, ‘What are you going to do if you don’t need the desks or the chairs anymore?’ and they’ve already connected with a community group and it goes to charities to help them with their office space.”

Materials salvaged from office blocks and factories being demolished for the project have been shipped to the Pacific Kingdom of Tonga for re-use, and one of Auckland’s last remaining 19th century cottages was saved from demolition and transported to a new site 70 kilometres away.

Achieving this, however, begins at the most fundamental level, highlighted Root.

“It starts with procurement. You make it really clear in your contract what you want and, having worked in construction in the past, some of the contractors would think we don’t actually need to worry about sustainability because the client doesn’t check. We, CRL, have been a team that cares. We care about the reporting and if you look at our statement of intent and our statement of performance expectations, which are our governance documents, we report to our sponsors on sustainability outcomes.”

Just as the project looks to deliver 100 years of safe, electrically powered mobility for Auckland, the project’s scale means that in construction, it can have many generations of impact.

“We’re trying to share the learnings and talk about what value has been created so that other people can see the value in delivering infrastructure sustainably, creating a new ‘normal’. With the scale of CRL, we’re also impacting a significant portion of the infrastructure supply chain and seeing them upskill. Making it easier for the supply chain to deliver things more sustainably is a positive legacy for CRL, with benefits for the contracting industry and the wider community as well,” said Root.

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Research & Development

Culture of innovation Stuart Thomson, CEO and managing director of the Rail Manufacturing Cooperative Research Centre shares how the industry has collaborated on innovation, research, and development across the past six years.

Formed in 2014, the Rail Manufacturing Cooperative Research Centre (CRC) has continued to work closely with the industry to assist the rail sector to adopt future digital technologies and address coming workforce needs.

Stuart Thomson, CEO and managing director of the Rail Manufacturing CRC said engagement from the rail sector, universities, and research institutions has been the key to collaborative research and development. Cofunded by the Commonwealth government, the Rail Manufacturing CRC provides a platform for the rail industry to work together to increase its capacity to innovate.

COLLABORATIVE FRAMEWORK Thomson said what distinguishes the Rail Manufacturing CRC is its approach to crosssectoral research. Bringing together the depth of research in universities and the applied knowledge of the rail industry, along with the support of the federal government, the Rail Manufacturing CRC can advance innovation across manufacturing, design and modelling. After six years in operation, the Rail Manufacturing CRC is coming to the end of its tenure on June 30 this year, with the Centre now working to complete its final projects.

“The Rail Manufacturing CRC has worked closely with the rail sector to deliver industry focused projects. During this time of uncertainty due to the COVID-19 pandemic, the team has been working to wrap up projects and manage financial and reporting requirements required before the Centre closes,” Thomson said.

Since 2014, the Rail Manufacturing CRC has been driving the development of products, technologies, and supply chain networks to enhance the competitiveness of Australia’s rail manufacturing industry. Thomson said that despite the closure of the Centre, the CRC has created a culture of innovation that will continue to grow.

“The industry has faced, and will continue to face, infrastructure and innovation challenges in Australia. By developing research projects and teaming up experts to support the industry, we are ensuring innovation meets industry’s needs and requirements to deliver

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RMCRC collaborated with Bombardier and the University of Queensland to predict the wear rates of axle bearings used in suburban passenger trains.

the transformational change required in the rail sector,” Thomson said.

DEVELOPING AUSTRALIAN RAIL MANUFACTURING Thomson said multinationals have invested in the programs run by the Rail Manufacturing CRC because there is technical expertise based in Australia’s heavy-haul and passenger rail experience that companies know can genuinely assist their businesses. The next challenge for the industry is making sure there’s a pipeline of work to enable investment in capital, research and development, and innovation.

Within the Australian rail sector, a great deal of focus in the last six years has been devoted to the development of condition-based monitoring systems and applications. Thomson said the Rail Manufacturing CRC has worked on a variety of condition-based monitoring projects, including the development of battery control systems that can extend maintenance cycles, the modelling of wheel bearing wear to determine the best maintenance practices, and developing weld modelling software to assist in improving

the quality of welding in rail manufacture.

In collaboration with major rail operators, the Rail Manufacturing CRC has initiated projects to develop models to assess predictive maintenance of rail switches for an operator’s network. Predictive monitoring of rail infrastructure has also allowed the Centre to innovate the use of vision systems to identify maintenance needs on overhead wires and associated infrastructure.

The Rail Manufacturing CRC has worked with Downer and the University of Technology Sydney to develop a new technology called Dwell Track. The new innovation utilises 3D infra-red vision to measure passenger congestion on platforms. This information can be used to better understand passenger movement and to assist operators make decisions to limit congestion, alter platform designs, and – in the future – provide real time information to rail staff and passengers. The technology has since been tested in real time at a train station in an Australian capital city.

Thomson said many of the projects at the Rail Manufacturing CRC have a high probability

of future commercial success. “We have six technologies that are likely to yield commercial returns in the near future, so that’s quite an achievement,” he said.

Thomson credits the input of the Centre’s PhD scholarship students who have contributed to research projects. Thomson noted they represent the next generation of highly skilled rail employees. “There is a great deal of discussion around future skills gaps and developing the next generation of rail employees. We anticipate that the vast majority of our rail postgraduates, 51 in total, will seek careers in the rail sector, especially if the sector increases local manufacturing post COVID-19.” Thomson said.

CONTINUING INDUSTRY-FOCUSED RESEARCH Thomson wants Australia to maintain core national manufacturing and capabilities.

“Particularly in Victoria there is a lot of movement happening around local manufacturing because there’s a requirement for at least 50 per cent of components in the rolling stock be produced in Victoria,” he said. Thomson believes the industry is working towards a harmonisation of standards and operations. Putting further policies and governance structures to support rail manufacturing in place will allow market growth and further investment in rail.

Further research and development in the rail sector will support the industry in adopting new technologies, building new local industries, and assisting the sector to increase

The Rail Manufacturing CRC has also contributed to the growth of a number of highly skilled rail graduates, equipped with the skills needed for the future.

productivity, safety, and sustainability. The Rail Manufacturing CRC expects its programs will benefit ongoing collaboration after the Centre closes its doors.

“A culture of collaboration has evolved over the past six years and will continue to develop.

We’ve seen some incredible outcomes and, for example, I think over the next few years there will be a major interest in energy storage for rail,” Thomson said. The Centre has conducted research in energy storage control systems, and also in the battery area looking at lithium technologies for use in trains. Thomson said back-up systems, rolling stock, and below rail condition monitoring are a highly focused research area too.

“The growth the rail industry needs will most likely happen in the next few years,”

Thomson said. Improvements in technology and data collection has aided the acceleration of innovation and Thomson believes automation across rail manufacturing and operations will be heightened. “The sector can expect to see increasing automation and the use of artificial intelligence to monitor and control systems and subsystems above and below rail,” he said.

“New skill sets and innovation from the Rail Manufacturing CRC programs has provided a springboard for industry to engage and collaborate,” said Thomson. “I think it’s a very exciting time for the future of Australia’s rail sector. The industry can expect to see advancements in technology that will be highly relevant for major train operations within the country, and will have global reach and applicability.”

A focus on power and propulsion has resulted in projects to build batteries and supercapacitors with the potential for use in the development of hybrid trains and catenary-free trams.

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Products & Technology

Targeting accuracy and precision with laser sensors Bestech is providing the local rail industry with access to products driving advanced solutions.

The fundamentals of rail wheel interaction have been established for many decades. The conical shape of the wheels allows for the wheel set to shift while rounding a curve, and for the train to stay on track. These engineering principles have served railways well for centuries, however engineers are now looking for a way to reduce rail wear, allowing the tracks to operate longer without maintenance.

In a trial underway in the UK, an array of optoNCDT 1420 compact laser triangulation sensors from Micro-Epsilon have been installed to provide the measurement behind the ActiWheel solution. The sensors guide the ActiWheel traction system to produce more driving force on one side of the wheelset to ensure the train travels down the centreline of the track. The solution would overcome the compromises and issues that result from the combination of a solid axle and wheel coning and reduce The optoNCDT sensor can provide high levels of accuracy.

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“The optoNCDT 1420 laser sensor met all our technical requirements in terms of its flexibility, resolution, and robustness.”

Neil Cooney, technical director at SET Limited on the wheel and the rail.

ActiWheel relies upon precise and accurate measurements from the optoNCDT sensors to provide the information for the artificial intelligence software that drives the motors that are individually affixed to each wheel. The optoNCDT sensors measure the lateral position of the wheel, relative to the rail, and according to Neil Cooney, technical director at the UK company behind ActiWheel, SET, the particular specifications of the sensor made it the perfect fit.

“We initially approached Micro-Epsilon

for a suitable sensor and were very impressed with the application engineer who demonstrated the optoNCDT 1420 sensor to us. The sensor met all our technical requirements in terms of its flexibility, resolution and robustness. We are measuring down to 0.1mm accuracy and lateral movement can be up to a maximum of 20mm,” said Cooney.

This is not the only application of laser sensors in the rail industry. Sensors such as the optoNCDT have been widely used for maintenance of rail tracks and to measure

The sensor has been installed on a project to measure the lateral movement of the wheel.

wear and tear. This is in addition to track guiding devices that are installed below the train, which also use laser sensors. The conditions within these applications require a certain kind of sensor.

“These require a compact sensor that can be easily installed and provide accurate and reliable measurement at high speed,” said Wirhan Prationo, marketing engineer at Bestech, which distribute sensors from Micro-Epsilon in Australia.

As seen in its adoption for the innovative ActiWheel solution, the compact optoNCDT is optimised for the rail industry as a laser triangulation sensor.

“It combines speed, size, performance and versatility for measurement applications in the rail industry. This compact laser triangulation sensor is suitable for measuring distance and displacement up to 500mm with maximum sampling speed of 4kHz. It also can be easily integrated in restricted and narrow installation space,” said Prationo.

In the ActiWheel case, the sensor was particularly useful when it came to ensuring that the data collected was only that which was required, said Cooney.

“We’ve also been impressed by the filtering function, which filters out noise from dirt, dust, grease and pieces of bent metal on the rail head, which means we can trust the measurement data,” said Cooney.

To use the sensors, SET created a frame that lies beneath the wheel axle of the train, 400mm from the rail head. The sensors are located in front of the flange and point towards the rail head. The data from this assembly is then transferred to the ActiWheel control system via a 4-20mA analogue signal. Operation and configuration can be done using the webbased interface. While these are the settings used by the ActiWheel team there are other information channels available.

“The optoNCDT laser triangulation sensor offers a range of different output signals that enable easy integration of the sensor into any industrial control system,” said Prationo. “The sensors are operated through the web interface and they also have additional analysis features, such as video signal display, signal peak selection, background noise filtering and signal averaging. A mobile data acquisition unit can be used to collect the data, which can be connected to the computer on board.”

With the trial ongoing in the UK, the optoNCDT’s technical specifications have been tested in a variety of environments.

Rated to an IP65 protection level, the system is housed within a casing that is impenetrable by dirt and dust.

During the demonstration, the optoNCDT sensors were able to read accurate data in the harsh environment underneath the train,

where dust, dirt, and moisture are present.

They also delivered consistent reading irrespective of whether it’s a cold, wet, rainy or bright sunny day. After running for a couple of thousand miles the sensors did not need cleaning.

While the further development of ActiWheel promises much for reducing rolling contact fatigue, this is only one potential application of the optoNCDT sensors.

Located in Australia, Bestech is able to collaborate with rail organisations seeking to leverage the precision and accuracy of laser sensor technology.

“Bestech have more than 40 years of experiences in sensors and instrumentation for solving test and measurement challenges in the industry,” said Prationo.

“We offer not only high-quality products, but also our technical expertise and support to assist with real-time application to correctly gather the data you require. Bestech can also customise the product to fit into certain requirements, such as different cable length, integration with mobile data acquisition system or signal conditioning to fit into the existing devices.”

“Our team is supported by highlytrained applications engineers and product specialists with a wealth of experience in sensor applications for measurement of physical parameters in the industry.”

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Products & Technology

An elevated solution Working collaboratively with a customer, Manco have been able to design and deliver a bespoke solution customised for the rail projects of today.

In Australia and New Zealand, perhaps the most distinctive feature of the major rail infrastructure projects is that on the whole, they are hidden from view. Whether it be the Cross River Rail project in Brisbane, the new Sydney Metro lines, the Melbourne Metro Tunnel, or in Auckland, the City Rail Link, the major elements of the new rail lines are deep underground.

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

Steven Waugh, power systems manager – transport and technology at UGL Limited is more aware than most of the intricacies involved in some of these projects. UGL is working on both the Line-wide works for the Sydney Metro as part of the Systems Connect joint venture and the rail integration and systems contract as part of the UNITY Alliance joint venture on Cross River Rail. In these projects innovative equipment is required to respond to current needs.

At the time of writing, Waugh is just a week away from receiving delivery of a new Manco designed the equipment to be modular as needs evolve.

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

“Instead of retrofitting old plant, we went with a new truck that has the best emissions controls available,” said Waugh.

More significantly, however, Waugh is just about to complete the process of working with Manco to develop a unique platform that will be put to use on projects such as Sydney Metro and Cross River Rail.

“The combined scissor platform and wire manipulator is going to be ideal for wire runs or traction wiring runs. We will be able to do wire retrievals and install new catenary and contact wire.”

Bringing together what would normally be two separate pieces of equipment will enable Waugh to tackle the complexities of current projects.

“The wire manipulator is for when you’re

The product is designed to be able to work in a variety of environments.

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

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

“The platform is designed to be quite large so that we have a number of people on it at once and safely do all the things we need to do,” said Waugh.

To meet UGL’s specifications, Manco designed a platform which, when raised can expand horizontally.

“This enables us to work safely in tunnels and to install equipment on the side of the tunnels. This is quite a bespoke unit that Manco did for us, to our specifications, so that we can have it as a multipurpose unit.”

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

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

Being a “multipurpose unit” has other efficiencies, particularly when getting equipment in and out of tunnels is easier said than done. “it takes time to bring machines in and out, because these things on rail only move at 15km/h. Doing one thing with one machine then bringing another machine in takes a significant amount of time.”

For example, even in surface-level wire

installation, Waugh has seen rail authorities which have one machine with a pantograph for mounting the overhead wire, and a second EWP for measurement.

“They’ve got two machines doing the same job that we can do with one machine, so that’s where I think we can start to get efficiencies because of the multiple things we can do at once.”

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

“It’s modular too,” said Waugh. “I could get a forklift, take that whole scissor platform off and, because it sits on container-type pins, put a flat tray on it and use it as a hi-rail truck, then I can transport materials.

That’s the beauty of it, I could drop on another module on it, even a concrete agitator, or another module that is a smaller, Manco EWP.” THE OUTCOME OF COLLABORATION The flexibility, multipurpose nature, and instant applicability of the platform is a result, in part, of the close and collaborative relationship that UGL and Manco had throughout the design and build process.

“The process and collaboration were great, they listened to what we wanted and then worked through that,” said Waugh.

An OEM based in New Zealand with

The platform is able to extend horizontally.

The equipment combines a scissor lift and wire manipulator.

branches in Australia, Manco was able to quickly respond to the needs of UGL and come up with a solution that met their requirements.

“They’ve been doing this for a long time, and they were able to listen, which was the key piece.”

In addition, Manco knew the environment that UGL was operating in, and was able to suit the design of the platform to fit the safety requirements of various rail access regimes in Australia.

“There are some challenges that come with a thing like this, where you’ve got moving platforms and multiple uses,” said Waugh. “One particular one area was ensuring the safety railing will met the legislation and all the requirements in terms of safety and testing that. With Manco, that was just something that we worked through, it didn’t take very long and they came up with the designs.”

When the project neared completion, Waugh and a colleague visited the Manco workshop in New Zealand in person to finalise all details so that the equipment would be ready for delivery.

The ease of being able to connect further simplified the process.

“Obviously it’s better to be geographically

closer but there’s a couple of other advantages; there’s the collaboration on the engineering, and then being able to get out of us what we want and turn that into what it is,” said Waugh. “Then there’s also the testing and engineering part and the certification part and that’s been a bigger part than even I expected. Having local people that can do that testing, that are familiar with all the different rail networks, and assist with getting that certification done has been helpful.”

Manco was able to work with independent certifiers to ensure that the unique solution met all of UGL’s requirements to work on rail networks around Australia.

“These engineers know what the requirements are, and they ensure that the machines are tested correctly and can provide the test results to meet those requirements.”

Ultimately, Waugh said that the new platform will be an asset to UGL’s fleet.

“It was designed for the work UGL is involved in and so we can see how it will benefit those major projects because of its multifaceted capabilities. We see it as something that will be an asset to the project and give us some great productivities,” he said.

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Products & Technology

Going for gold More than a century since the beginning of the Thermit welding process, the family-owned German business has now combined its companies under the Goldschmidt brand.

Trackscan Compact Including App Track Geometry Measurement Trolley

As a fully owned subsidiary of the Goldschmidt companies, Thermit Australia shares in the 120 year history of the business and is well supported by the innovative and collaborative spirit of over 20 Goldschmidt companies around the world.

Thermit Australia is the Goldschmidt Company responsible for supporting the Oceania and South East Asia regions.

Operating from sites just outside of Sydney in NSW and Brisbane in QLD, Thermit Australia is well situated to partner with the local railway industry, providing aluminothermic welding and glued insulated joint supply across the region.

SMART RAIL SOLUTIONS Goldschmidt is a global market leader for rail joining, modern construction of railway track, and track infrastructure inspection and maintenance. In March this year, HansJürgen Mundinger, CEO of Goldschmidt presented the new brand.

Mundinger said Goldschmidt is in a strong position in the global growth market for future mobility and a leader for digital high-tech products and services for the railways. Through the global network of the

36 | ISSUE 5 2020 | RAIL EXPRESS

Goldschmidt companies, Thermit Australia has formed important partnerships and enabled the Australian business to reliably supply a broader range of quality products to railways and contractors in the region.

“We have grown dynamically over the last 10 years and have taken over numerous companies which kept their brands in a transition stage. Now it is time to grow even closer together under one brand,” Mundinger said.

Given the increase in investment in passenger and freight rail transport, there is a healthy demand worldwide for products and services required for the intelligent modernisation of railway infrastructure.

Asia has the highest number of large-scale rail projects as China and Japan continue to invest significantly.

“Rail transport has a key role to play in the realisation of environmental targets.

Modern railway systems have to run smoothly and require tailor-made predictive maintenance and service. For this purpose, Goldschmidt offers a one-stop shop in all the international growth markets for high quality products and services under one brand,” Mundinger said.

ENGINEERING EXCELLENCE The spirit of Professor Goldschmidt, the inventor of the Thermit welding process, is still imbued in the company today through the drive to do everything better, to improve existing processes, and develop new ones.

Goldschmidt is systematically integrating its products in a digital network. The DARI® (Data Acquisition for Rail Infrastructure) database system developed in-house stores measurement and inspection process data via its cloud system. DARI® integrates the data recorded by the app in the cloud. Customers who use the Goldschmidt digital app have mobile access to all of the digital applications of the company.

“The Goldschmidt brand stands for high quality innovative products on six different continents worldwide. This allows our customers to concentrate on the smooth, comfortable and reliable transportation of people and freight,” Mundinger said. Complex infrastructure projects require an intelligent control system which meets the highest requirements. Tools and machines that are integrated into a digital network enable the global coordination of maintenance actions and the collection and analysis of process data is essential in order to guarantee the mobility of the future.

Safety & Assurance

RISSB making progress on rationalising, simplifying, and harmonising railway rules RISSB’s ongoing efforts to harmonise the rail industry are taking major steps forward.

Developing a common set of principles will improve the rail sector’s efficiency.

For well over 100 years our railways have debated and discussed but ultimately been disappointed by our diverging rulebooks.

Since federation, the rail commissioners from each state would come together annually and share good practice, but rulebooks remained stubbornly immune to harmonisation. You can trace the origins of RISSB from those meetings, through their production of the Railways of Australia (ROA) manual, the creation of the Defined Interstate Rail Network (the DIRN) and its catalysation of the ROA manual into the Codes of Practice for the DIRN, which was purchased by the Australasian Railway Association (ARA) creating the Code Management Company – a direct descendant of RISSB. RISSB, now an independent organisation, and industry’s partner in co-regulation, has not given up.

Since its inception, RISSB has managed the Australian Network Rules and Procedures (ANRP) which brought together the disparate train operations and work on track rules from around Australia into a centralised rulebook.

However, for all its successes, the ANRP is a mix of rules as well as lower level procedures, and in many areas, it contains different options on how to achieve outcomes.

In 2018, RISSB initiated the National Rules project, which – in February 2020 – reached a significant milestone with the delivery of the new National Rules Framework. The Framework provides a principles-based platform for rail transport operators (RTOs) in development of their own rulebooks, thereby bringing greater consistency around the country. It is very pleasing to see that there are already several major railways around the country utilising the framework either as a basis for their own rulebook redevelopment, or as an audit check to ensure their existing rulebooks are providing the necessary breadth of coverage.

It is also important to mention that one of the earlier deliverables of the project was to establish and get industry agreement to the Fundamental Operating Principles (FOPs) which would then become the cornerstone of the National Rules Framework. Industry agreed to the following seven FOPs: 1. Separation of rail traffic Principle: Rail traffic must maintain safe separation via an appropriate method of signalling.

2. Movement authority for rail traffic Principle: Before any rail traffic is allowed to start or continue moving, it must have an authority to move that clearly indicates the limit of that authority.

3. Interface management of transport modes Principle: Rail traffic and other transport modes must be separated, or the interface managed.

4. Conditions

for safe movement of rail traffic Principle: Rail traffic must be prevented from moving if the infrastructure’s integrity is suspected to be in an unsafe state.

5. H azards to safe operation from unsafe rail traffic Principle: Rail traffic must be prevented from moving if the rail traffic’s integrity is suspected to be in an unsafe state.

6. Compatibility of rail traffic and infrastructure Principle: Rail traffic shall only operate on compatible infrastructure.

7. Keeping people away from moving or stationary rail traffic Principle: Safe separation must be maintained between people and rail traffic.

The next major phase of this project is to identify those individual rules – not entire rulebooks – where the industry wants harmonisation to improve safety and deliver business benefits consistent with the FOPs. Opportunities to further simplify and rationalise the 56 ANRPs will also be explored in this phase of the project.

To that end, in April this year the National Rules Industry Reference Group, a group of senior business leaders from the railway sector’s 14 largest companies, met and agreed: • To proceed in the area of communications, • That their organisation will adopt the agreed harmonised national rule/s once developed – effectively self-mandating them, and • That once a harmonised national rule is produced, and accepted into RTOs rulebooks, it will be recognised as such, and somehow reasonably protected to prevent future divergence.

The governance structure was also agreed with this group maintaining stewardship and oversight of national rules harmonisation.

It’s been a long road, but we’re making great progress in rationalising and simplifying rules, and helping the railway drive out unnecessary cost and inefficiency. We’re very excited to be entering this next phase of the work.

The National Rules Framework is available at www.rissb.com.au/products-main/nationaloperations/

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Industry Associations

Procurement reform a vital step for economic recovery Procurement reform can improve the effectiveness of infrastructure spending as stimulus.

ARA CEO Caroline Wilkie makes the case for procurement reform in rollingstock and signalling to assist infrastructure spending to stimulate the economy.

Governments in Australia have indicated that they will continue to fund committed infrastructure projects and have begun to bring projects forward to further stimulate the economy to support job growth and investment due to the impacts of COVID-19.

The Australasian Railway Association (ARA) commends this sensible approach.

Infrastructure spending is in the long-term national interest, stimulating multiple parts of the economy, not just construction.

Stimulating rail manufacturers and suppliers would be of immense benefit, particularly in regional Australia, where many are located.

However, there are other areas where governments could go further to identify 38 | ISSUE 5 2020 | RAIL EXPRESS

and act on measures that could be introduced to support further cost savings and improve the delivery of new rail projects.

Reforms in the area of tendering and procurement would deliver better, faster, and cheaper projects in the rail sector. While this debate is not new within the infrastructure portfolio, the economic impact of COVID-19 has highlighted the importance of pursuing efficiencies to ensure the rail infrastructure construction sector and rollingstock supply chain remain in a position to support the government’s infrastructure agenda and further stimulate the economy during these difficult economic times.

Australia’s tendering practices are

significantly costlier and more time consuming compared to international benchmarks. The tendering costs in Australia are estimated to be around 1-2 per cent of a project’s total cost, which are double the world benchmark of 0.5 per cent. Increased tender costs are immediately reflected in the project pricing, so reducing the costs of tendering should be important to all parties. High tender costs also increase the risk profile for tenderers and thereby tend to discourage participation.

The ARA proposes that significant benefits could be realised if improvements were made to current Australian industry procurement practices. Substantial improvements can be achieved through

more streamlined and consistent tender processes that improve efficiencies for both suppliers and purchasers, from prequalification right through to contract award.

These changes would minimise the consumption of resources on redundant and non-productive outcomes, reduce procurement cycle times, further reducing costs and releasing industry capacity for delivery. Further, tendering on the basis of appropriate and more standardised contracting models and risk allocation frameworks for delivery will also reduce tender development and negotiation costs.

Creating a consistent and well understood delivery environment will also lead to more successful project delivery outcomes.

The ARA commends the recent procurement-related initiative in NSW, embodied in the NSW government’s Action Plan: A 10-point commitment to the construction sector. The plan reduces the red tape for firms with a proven track record and supports streamlined prequalification schemes for contractors, tiered according to their size and capacity. It reviews existing pre-qualification schemes to ensure they focus on capacity and capability and do not impose unnecessary costs and administrative burdens on suppliers; and minimise the number of project-specific bidders that are required to generate and submit prior to the selection of a preferred tenderer.

The ARA believes that all states should adopt similar principles.

“Substantial improvements can be achieved through more streamlined and consistent tender processes that improve efficiencies for both suppliers and purchasers, from prequalification right through to contract award.”

Caroline Wilkie, Australasian Railway Association CEO The benefits arising from any process optimisation and standardisation are multiplied when adopted across Australia’s procurement agencies. The ARA supports the convergence and the maximum practical standardisation of procurement practices on a national basis as an urgent and worthwhile objective.

Under the auspices of its Rail Industry Group, the ARA has convened an expert committee of suppliers, consultants, and other interested parties to make specific recommendations for improvement.

The Best Practice Guide to Rolling Stock and Signalling Tendering in the Australian Rail Industry analyses present deficiencies in current tendering frameworks that add unnecessary cost and complexity to already complex tender processes. It makes recommendations for improved practice by procuring agencies in eleven thematic areas.

The ARA has written to Transport and

Infrastructure Council ministers with the Guide and is meeting officials to advocate for its implementation.

Procurement - similar to standards, specifications, and training - particularly in regard to rail systems, are areas where Australia has suffered due to its colonial legacy, with differing policy and arrangements in place throughout the six states acting as a deadweight against a national industry.

States, territories, and the federal government have demonstrated their ability to work collaboratively on issues of national significance where there is clear benefit to doing so during this pandemic.

This cooperative model should be utilised for other key matters where federation has imposed challenges for industries, where significant savings can be achieved through harmonisation such as rail industry procurement.

Signalling procurement is one area where efficiencies can be found.

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ISSUE 5 | 2020

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

Delivering sustainable infrastructure

As concerns regarding resilience increase, social, environmental and financial sustainability is becoming critical - SEE PAGE 20

Bombardier’s battery unit slashes costs

CRL explains its approach to sustainability

PAGE 26

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Manco combines products for new applications PAGE 34

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Industry Associations

Why celebrating diversity and emerging rail specialists matters Now is the time for the rail industry to embrace diversity and new ways of finding solutions, write Thomas Kerr, RTAA president, and Laurena Basutu, RTAA marketing manager.

The world has changed dramatically.

For the rail industry, the outbreak of coronavirus (COVID-19) has changed how we work and communicate with others to deliver the services and infrastructure that our community needs.

Although challenging, COVID-19 has created an opportunity for the industry to creatively tackle another key challenge – meeting the significant demand generated by the pipeline of projects in Australasia. Specifically, ensuring that the rail industry workforce has the capacity and capability required.

This challenge presents us with an opportunity to enhance the diversity of the industry workforce by tapping into the broader ecosystem of talent from other industries such as the airline and hospitality sectors, while also celebrating and nurturing the talents of emerging rail professionals. Their creativity and innovation will build the industry’s resilience and capacity now and into the future.

The Rail Track Association Australia (RTAA) Emerging Rail Specialist Award and Diversity Award has gone some way to meeting this challenge by inspiring individuals and companies to rise to the significant talent constraints we face. Ultimately, encouraging, celebrating, and building the capacity of emerging rail specialists will help us retain the knowledge and foster the innovation required to ensure the success and sustainability of our industry.

RTAA MEMBER SPOTLIGHT – JAMES DONOVAN – 2017 RTAA EMERGING RAIL SPECIALIST AWARD WINNER James Donovan defines excellence as “a willingness to not accept the status quo. Trying to address existing problems in everyday tasks with a novel approach and being willing to consider a different way of doing things to achieve a better result.”

Left to right: David Bainbridge and James Donovan.

Donovan, a systems interface engineer for MTR Australia, was nominated for the RTAA Emerging rail specialist award by his then employer Metro Trains Melbourne for his work on a project to automate the isolation and earthing of the overhead wiring system.

The benefits included significantly faster and safer track access both for maintenance and incident response.

Attending InnoTrans 2018 was a “gunzel’s dream” for Donovan. “I came away with many new rail friends, and a greater appreciation of how rail works outside of Australia. The rail industry in Australia (and across the rest of the world) heavily relies on the import of specific products from other countries, which is a long and expensive process. All of these organisations are seeing unprecedented orders, as the global push on rail continues. It was valuable to understand the challenges these international organisations face, to better inform the implications any impact to their business may have on our local business.”

The best advice Donovan can offer other emerging rail specialists is “grab any opportunity that comes your way. Both personal and professional development comes from

new opportunities and experiences. Even if you have difficulty, there are so many helpful and knowledgeable people within the industry that would be keen to provide their insight.”

If you know a talented emerging rail specialist who has demonstrated innovation and creativity in their field, nominate them for the RTAA Emerging Rail Specialist award: www. rtaa.org.au/services/emerging-rail-specialistaward.html. The winner will receive up to $10,000 to attend an international transport conference of their choice. Entries close June 26, 2020.

WE WANT TO HEAR FROM YOU During this time, things many not be exactly business as usual as we adapt to different ways of connecting. It is important for us at the RTAA to keep in touch. Let us know the best way to connect to help you connect with others by completing this simple four question survey: www.surveymonkey.com/r/KYCMVD6.

For more information on the RTAA contact: businessmanager@rtaa.org.au or follow RTAA on Twitter: @RailTAA, LinkedIn: @Rail Track Association Australia – RTAA, and Facebook: @RailTAA. WWW.RAILEXPRESS.COM.AU | 41

Industry Associations

COVID-19 makes supply chain resilience more imperative Kirk Coningham, CEO of the ALC, outlines why the current crisis should refocus attention on rail freight connectivity.

Australian Logistics Council CEO, Kirk Coningham.

As the effects of the COVID-19 crisis continue to unfold, the reality is that the world that emerges on the other side may look very different. In terms of the operation of Australia’s supply chains going forward, the pandemic is likely to force industry and governments to more urgently consider some key questions.

Already, there is some commentary about the extent to which Australia relies on China, both for the import of manufactured goods and as an export destination. Although Australia has concluded trade agreements with other key growth markets over recent years, including Japan, South Korea, and Indonesia, there remain opportunities to expedite similar arrangements with India and the United Kingdom.

This would stimulate further employment growth in Australia’s key export sectors, help to further diversify our supply chains and enhance their resilience.

Some of the disruptions to global supply chains witnessed in the earliest days of the COVID-19 crisis may also give Australian companies reason to consider the globallocal balance within their supply chains – and engineer an uptick in certain aspects of local manufacturing that, prior to COVID-19, was thought by some to be in terminal decline.

42 | ISSUE 5 2020 | RAIL EXPRESS

These factors should spur consideration in the rail freight sector about infrastructure projects that need to be prioritised, not only to promote employment growth, but to support Australia’s export and manufacturing efforts going forward.

These should include enhancing the connectivity of the Inland Rail project currently under construction with key ports – particularly the provision of a dedicated freight rail link connecting Acacia Ridge and the Port of Brisbane.

Similarly, increased investment in on-dock rail and construction of intermodal hinterland terminals serving major ports around Australia will help to address road congestion in many of our cities.

The level and sophistication of technology in our supply chains is likely to be another discussion with a renewed sense of urgency in the wake of the COVID-19 experience, particularly if the pandemic and its attendant restrictions endure for longer

The COVID-19 crisis is starting discussions on opportunities in logistics networks.

than initially forecast.

The automation and digitalisation of manual and paper-based processes will become especially important if the impacts of COVID-19 affect labour supplies in the freight and logistics sector. Progressing the implementation of the Advanced Train Management System (ATMS) on the interstate freight rail network will certainly permit the Australian Rail Track Corporation (ARTC) to enhance the safety and reliability of the network, while simultaneously boosting its capacity.

COVID-19 had unquestionably had a disruptive impact on the operation of many businesses, and this will undoubtedly alter the operation of supply chains in the months ahead. However, the challenges also present a clear opportunity to boost the resilience of our supply chains through enhanced infrastructure, so that they can better serve our communities. As an industry, we should not be afraid to pursue those opportunities in partnership with governments.

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