Rex July 2020

I S S U E 6 | J U LY 2020

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

The road to 100

Wendy McMillan retraces the milestones in Bombardier’s delivery of Melbourne’s E class tram fleet - SEE PAGE 28

Signalling special feature

Time for a rethink on infrastructure

Shunting vehicle meets challenging requirements

PAGE 32-41

PAGE 42

PAGE 48

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Contents Issue 06 - July 2020

34

4

From the Editor

6

News up front

ROLLINGSTOCK & MAINTENANCE

28 Bombardier reaches a major milestone in its LRV program SIGNALLING

32 42

44

Cross River Rail delivering ETCS to Brisbane

34 Alstom ensuring safety on Australia’s most automated passenger line 36

A new kind of smart signal from Aldridge

38 RCS Australia providing COTS solutions to Australian rail projects 40 How Rail Systems Alliance is deploying CBTC on Melbourne’s busiest lines M A J O R P ROJ E CT S

48

42 DCWC sees the potential for an infrastructure reset O P E R AT I O N S & M A I N T E N A N C E

44 COVID-19 is providing an insight into the future of rail data 48 Freightquip’s low-noise, zero emissions shunting vehicles I S S U E 6 | J U LY 2020

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

S A F E TY & A S S U R A N C E The road to 100

Wendy McMillan retraces the milestones in Bombardier’s delivery of Melbourne’s E class tram fleet - SEE PAGE 28

Signalling special feature

Time for a rethink on infrastructure

Shunting vehicle meets challenging requirements

PAGE 32-41

PAGE 42

PAGE 48

COVER STORY

51

RISSB focusing on track worker safety

How Melbourne’s very own E Class trams have been designed and delivered for the city.

52

ARA recommends policy change

See page 28.

54

ALC sees reform opportunity

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

SUPPORTED BY:

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From the Editor Issue 06 - July 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 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

Assistant Editor - Rail Express

Putting words into action

A

MONTH AGO, POLITICAL AND

industry leaders were laying out ideas and suggestions of where the coming billions of economic stimulus spending should be directed.

Rail proposals featured heavily on both sides of the Tasman, however details on exactly where the money would be spent was not yet forthcoming.

What a difference a month makes.

In the space of a few weeks those ideas and speculation have been turned into dollar figures.

First was New Zealand, where the government announced an extra NZ$1.2 billion ($1.12bn) for rail around the country. This included funding for track, rollingstock, as well as rail-enabled ferries.

Critical in this funding announcement was the method of delivery. The government has proposed legislative changes to allow for network investment to occur through the National Land Transport Fund, which had previously only been able to fund road projects.

The next jurisdiction to make a major announcement was Victoria. As part of a $2.7bn package, Victorian Premier Daniel Andrews announced $328 million for regional track and train station upgrades.

The small, targeted work packages in regional areas suggested a shift in the thinking of Andrews, away from major projects.

These were followed by the announcement

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Governments are confirming that rail will be a core focus in infrastructure stimulus spending.

4 | ISSUE 6 - JULY 2020 | RAIL EXPRESS

from Australian Prime Minister Scott Morrison and NSW Premier Gladys Berejiklian that the Western Sydney Airport Metro line would begin construction in 2020, with an extra $3.5bn of investment.

Taken in sum, these projects represent a significant increase in the rail project pipeline around Australia. The challenge for the rail industry will be balancing between the large, concentrated investment in a project such as Sydney Metro, and distributed works packages like those announced in Victoria.

The scale of the projects also shows that investment in rail will future-proof an economy.

Governments in other states should take note, particularly in Queensland and Western Australia, where post-coronavirus (COVID-19) recovery funding has been spent on roads.

Beyond the funding announcements, there is a quieter wave of change occurring.

The disruptions of COVID-19 have led to an increased focus on how transport operators can optimise their services, particularly with the use of data and digital tools. In many cases, transport agencies and companies have had to respond quickly to changes in operations and accelerated digital transformation programs.

As conditions continue to be dynamic, digital tools could drive a fundamental change to rail transport. Flexible schedules, dynamic traffic management, and new communication tools may be the intangible legacy of COVID-19. connor.pearce@primecreative.com.au

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National

Rail industry ready to lead recovery

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If the current project pipeline is maintained, rail could lead Australia’s economic recovery after the shocks of coronavirus (COVID-19), the results of a survey of the rail industry show.

The Australasian Railway Association (ARA) has released the results of a survey of its members which has highlighted that major players in the rail sector are looking to local manufacturers and producers to strengthen their supply chains.

The turn to local suppliers comes after the rail industry identified the biggest impact of COVID-19 as being constraints on international shipment of goods.

ARA chief executive officer Caroline Wilkie said that the survey results highlight an opportunity for Australia.

“Many businesses are looking to change their supply chains in the future and this presents a real opportunity for Australian manufacturers and suppliers.”

In a sign of positivity for the sector, the survey respondents said that most of the negative impacts of COVID-19 such as deferred investment, workforce expansion, or capital expenditure would only be in the short to medium term.

“A third of respondents could be back to full capacity within a month of the return to normal operations if the policy settings and project pipeline is right,” said Wilkie.

“Suppliers and contractors stand ready to bounce back quickly to support the recovery.”

Wilkie said that while the survey results were promising for local suppliers, government action could be the make or break factor. A firm commitment to the current infrastructure supply chain and additional stimulus measures would enable the rail industry to work with local suppliers.

6 | ISSUE 6 - JULY 2020 | RAIL EXPRESS

“This is the perfect time for governments to streamline procurement processes and boost local content policies to support the generation of new jobs in the rail supply chain,” said Wilkie.

The insights from the ARA survey come after a number of bodies have highlighted the importance of infrastructure spending to lead Australia out of the COVID-19 crisis. On May 20, Engineers Australia released a nine-point plan, with point number one being “Keep the focus on infrastructure projects”.

Infrastructure Partnerships Australia noted that the $60 billion difference between the estimated and actual cost of JobKeeper could be directed into productivity-boosting infrastructure.

“Now the federal government has additional balance sheet capacity it should look to investments that can deliver the most bang for stimulus buck,” said CEO Adrian Dwyer.

“Infrastructure investment supported the national economy before COVID-19 and it’s the right policy tool to support our way out of this crisis.”

HIGH SPEED RAIL PROPOSED AS ECONOMIC STIMULUS MEASURE Anthony Albanese and the federal Labor party are arguing for high-speed rail to be a central part of the rebuilding of Australia’s economy following coronavirus (COVID-19).

In a speech delivered to the shadow cabinet on May 11, Albanese said that a highspeed rail project along with decentralisation should be pursued by the federal government as a way to recover and create a more resilient nation.

In a draft of the speech, Albanese is expected to combine a commitment to high-

speed rail with local train manufacturing.

“We must invest in nation-building infrastructure including iconic projects like high-speed rail and we should be building trains here,” Albanese is expected to say.

“Government procurement policy in rail manufacturing has produced superior outcomes to imports and created regional jobs in Queensland, Victoria and Western Australia.”

In 2019, Labor took a $1bn land acquisition policy for high-speed rail to the federal election, however the Coalition has not pursued high speed rail during its time in office.

The speech by the federal opposition comes after Treasurer Josh Frydenberg outlined his plans for post-COVID-19 recovery. In a speech to the National Press Club on May 5, Frydenberg said that the government would maintain its $100bn 10-year infrastructure pipeline, but did not nominate particular projects. Frydenberg did, however, note that the current pandemic should not lead to protectionist policies.

In April, shadow transport spokeswoman Catherine King had nominated high speed rail as a “economic game changer” and indicated federal Labor’s continuing support for a high speed rail network linking population centres down the Eastern seaboard. King also noted that investment in high-speed rail would encourage economic growth in regional communities.

At the time, federal Minister for Infrastructure, Transport and Regional Development Michael McCormack said that the government’s focus is building the Inland Rail project and pursuing faster rail projects.

The local rail industry is stepping up to the task of stimulating Australia’s economy.

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News

One of the challenges in encouraging commuters to get back on public transport will be levels of crowding.

Measures introduced to reduce crowding on trains Transport for NSW and Sydney Trains have put in extra measures to reduce crowding on services, including communication campaigns and managing numbers at stations using Opal gates.

Transport Minister Andrew Constance said that current patronage levels were reaching the capacity limits set to ensure physical distancing on public transport.

“Everyone will need to maintain physical distancing during this pandemic,” he said.

“We will be monitoring patronage and have staff at key locations across the metropolitan area to assist customers.”

A “no dot, no spot” campaign is being used on trans to indicate where the safest places to sit and stand are. If a service is full, passengers will be asked to wait. Data will also be used to communicate what services have space via appss, social media and Transport Info.

Commuters in Adelaide were also asked to avoid using public transport. Travellers on the Gawler Line have been experiencing crowding partly due to 50 of the city’s 70 diesel trains being taken out of service due to a mechanical fault. South Australia chief public health officer Nicola Spurrier told local radio that crowded public transport should be avoided.

“I think it would be much safer to avoid getting on any public transport where you can’t do the social distancing,” she said.

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Some jurisdictions around Australia have been encouraging commuters to use more active modes of transport such as walking or cycling to counter overcrowding on public transport and roads once work patterns begin to return to pre-COVID-19 norms.

In a press conference on May 15, NSW Premier Gladys Berejiklian said that people should not get on buses and trains in the state unless necessary.

“We don’t want any more people at this stage catching public transport in the peak. If you’re not already on the bus or train in the morning do not catch public transport,” she said.

Throughout the lockdown period NSW has run trains to a normal schedule to maintain capacity so that passengers can social distance, however with more workplaces opening up and people returning to work, there are concerns about the number of people on the services.

Berejiklian said limiting passenger numbers would help to limit the spread.

“And I stress that strongly because we know overseas public transport was the main reason why the disease spread. At this stage we are maintaining good social distancing but we’re going to be very strict about that.”

GAPS IN CROWDING DATA: REPORT The Auditor-General for NSW has

recommended that Sydney Trains and Transport for NSW (TfNSW) should address key data gaps in the operator’s understanding of where crowding was occurring.

“Sydney Trains do not have sufficient oversight to know if crowding is being effectively managed,” said the Auditor-General.

Although customer management plans exist for high-patronage stations, a lack of policy supporting the plans limited their effectiveness, the Auditor-General found, and a centralised collection of data on crowding interventions did not exist, nor did Sydney Trains have a routine process for identifying whether crowding contributed to minor safety incidents.

Sydney Trains and TfNSW accepted the Auditor-General’s recommendations and have been instituting responses to limit crowding.

“In March last year, we saw the introduction of the $296 million world-class Rail Operations Centre, with an integrated network of 11,000 digital cameras monitoring stations and concourses in real-time to help support crowd management and safety,” said a Sydney Trains spokesperson.

The Auditor-General also cited larger programs such as the More Trains More Services initiative as well as the building of Sydney Metro will alleviate network pressure in the longer term.

ARTC extends payment terms, defers price increase for freight operators Relief has been provided to the rail freight sector.

IMAGE CREDIT: RAILGALLERY.COM.AU

The Australian Rail Track Corporation (ARTC) has provided financial relief for rail freight operators to allow them to continue supply Australians with essential goods during the coronavirus (COVID-19) pandemic.

The ARTC has extended payment terms for existing access charges and deferred the consumer price index (CPI) increase that was scheduled for July.

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack welcomed the ARTC’s decision.

“Rail freight companies have worked tirelessly to service the initial growth in consumer demand during the pandemic to keep Australia open for business by supplying the essential goods that have supported our nation through this global health crisis,” he said.

Pacific National CEO Dean Dalla Valle said that the ARTC’s decision would support the rail freight sector.

“Pacific National very much welcomes the initiative by the Australian Government and ARTC board to extend payment terms for rail freight operators for ARTC access charges from 30 to 90 days, not to mention the freeze in CPI increase from 1 July to 1 October. It’s a great step in the right direction for interstate rail freight.”

Dalla Valle also highlighted that the move would increase the competitiveness of rail, as road transport had benefited from fixed user charges for the past four years.

“We do need to point out that in the last 12 years, rail access charges on the ARTC interstate network have increased annually

by CPI. In comparison, for the last four years the Transport and Infrastructure Council of Australia have frozen heavy vehicle road user charges (2015-16 to 2019-20). This pricing setting has now been extended for another financial year (2020-21),” said Dalla Valle.

“The lack of competitive neutrality in pricing between rail and road freight has created an uneven playing field. It has been a large contributing factor in perverse outcomes like 98 percent of containerised and palletised freight now being transported by truck between Sydney and Melbourne (equivalent to more than 700,000 B-double truck return trips on the Hume Highway each year).”

Dalla Valle said that the current decision reconfirmed the need to review freight

transport pricing arrangements.

“Pacific National understands and appreciates ARTC is a ‘wholly-owned Commonwealth company’ and, as such, must earn a rate of return for the Australian taxpayer. However, when the focus on delivering government dividends becomes allconsuming to the point of making interstate and regional rail freight uncompetitive with road (and increasingly coastal shipping) and ignoring the many beneficial externalities of rail freight, then current pricing models must be seriously looked at.

“This is happening at a time when Australians want less traffic congestion, reduced road accidents and fatalities (of which we have seen a spate of terrible incidents recently), lower vehicle emissions, and less ‘wear and tear’ on roads.”

CEO of the Australian Logistics Council, Kirk Coningham, welcomed the ARTC’s decision.

“This practical relief is a useful reminder of the incredible job freight and logistics operators are doing as they continue to deliver for Australian communities, despite the significant economic hurdles many are now facing.”

McCormack highlighted how vital the freight network is to Australia.

“Our efficient freight network is critical to ensuring our supermarket shelves are stocked and our valuable export commodities can reach overseas markets – both of which have been vital during this pandemic.”

NEW CEO FOR ARTC Mark Campbell is the new CEO of the ARTC.

Campbell will take over from John Fullerton after his appointment was confirmed by the board of the ARTC. McCormack welcomed Campbell to the top of the national rail track manager.

“We look forward to working closely with Campbell and continuing a strong professional relationship with the ARTC board and management as we deliver the 1,700-kilometre Melbourne to Brisbane Inland Rail and improve and maintain some 8,500 kilometres of rail,” said McCormack.

Warren Truss, ARTC chairman, welcomed Campbell to the organisation and acknowledged the work done by Fullerton.

“We look forward to Campbell leading ARTC into an exciting future for Australia’s rail sector.

“On behalf of the ARTC Board, I would like to pay tribute to Fullerton for his outstanding career in the rail industry, which has spanned more than 40 years, including the past nine as head of ARTC.” CEO of the Australasian Railway Association Caroline Wilkie welcomed Campbell’s appointment and thanked Fullerton.

“Under his leadership, the ARTC has been reinvigorated through a wide-reaching transformation program that has seen the company become more competitive, customerfocused and results-oriented.”

Campbell was most recently the CEO and managing director of Holcim Australia and New Zealand, which supplies aggregates, concrete, and concrete products. Prior to Holcim, Campbell worked in other construction materials and quarrying companies in Australia, Malaysia, and the UK.

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News

National

Working groups to address skills, standards to improve safety, productivity

The working groups cover skills, standards, and interoperability.

Three working groups have been formed to improve the productivity and safety of the rail industry, and address key issue facing the sector.

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack announced the working groups, which were agreed upon by Commonwealth, state, and territory government as part of the National Rail Action Plan.

“We are improving Australia’s rail system by continuing to align and harmonise operating rules, infrastructure and operational standards and systems across the national network.,” said McCormack.

The three groups cover skills and labour, interoperability, and harmonising national standards.

“The Australian government is committed to delivering critical rail infrastructure and improving the safety and productivity of rail operations and we are overseeing a major wave of investment in rail,” said McCormack.

The National Rail Action Plan was agreed upon by state and federal transport ministers as part of the Council of Australian Governments (COAG) Transport and Infrastructure Council, and is implemented by the National Transport Commission.

The leadership of each of the working groups includes government and industry

10 | ISSUE 6 - JULY 2020 | RAIL EXPRESS

representatives. CEO of the Australasian Railway Association (ARA) Caroline Wilkie will co-chair the skills and labour working group with Tony Braxton-Smith, CEO of the South Australian Department of Planning, Transport and Infrastructure. Simon Ormsby, group executive strategy at the Australian Rail Track Corporation (ARTC), will co-chair a group on interoperability with the NTC Chair, Carolyn Walsh. Deb Spring, CEO of the Rail Industry Safety and Standards Board (RISSB), will cochair a working group on harmonising national standards with Ben Phyland from the Victorian Department of Transport.

“The National Rail Action Plan will complement the 10-year $10 billion National Rail Program, which is designed to help make our cities more liveable and efficient as they grow. The plan also aims to reduce the burden on our roads, provide more reliable transport networks and support our efforts to decentralise our economy and grow regional Australia,” said McCormack.

Wilkie said that the formation of these groups will tackle ongoing challenges in the rail sector and encourage broader economic growth.

“We have long known that a national focus is crucial to ensuring the rail industry can continue to deliver the efficiency and productivity needed to drive Australia’s economic growth. These working groups will

promote collaboration and support a truly national vision for rail.”

The National Rail Action Plan notes that the large pipeline of rail investment has created challenges in terms of critical skills in construction, operations, and manufacturing.

“There is no question we will need more skilled people in rail in the coming years.

The working group will be looking at how we can collectively promote the industry as a great place to work. There is a real diversity of careers available in the industry and we need to make sure there are clear pathways to encourage the best and brightest to join us,” said Wilkie.

The Plan also sets out that the multiplicity of standards for infrastructure, rollingstock and components, safe work, and communications and control systems have presented a regulatory barrier to the rail industry.

Addressing this will be one of the tasks of the working groups.

“The ARA also looks forward to engaging with the working groups on interoperability and harmonising national standards. Greater national consistency would allow us to get more value out of investment in rail and further streamline passenger and freight operations,” said Wilkie. “The calibre of industry representatives taking part in these groups really highlights how important the focus on these issues is.”

News

New South Wales

IMAGE CREDIT: RAILGALLERY.COM.AU

Flurry of contracts announced in NSW

Fast rail and infrastructure contracts were released in May.

The NSW government has released two tenders for project management services for fast rail, suggesting that the first two routes for the state will be Sydney to Canberra and Sydney to Newcastle.

The tenders, available via the NSW eTendering site, outline that successful tenders will conduct the scoping phase investigation and deliver the final business case for the fast rail program.

“The NSW government’s commitment to develop a blueprint for the delivery of a fast rail network is a major piece of state-shaping work,” said a NSW government spokesperson.

“This transformative vision will seek to link regional centres to each other and Sydney.”

In previous documents outlining the scope of the NSW government’s fast rail strategy, four routes had been identified; Sydney to Newcastle, Sydney to Canberra, Sydney to Nowra via Wollongong, and Sydney to Orange.

The current tenders are the first fast rail tenders released publicly, indicating that the NSW government my be prioritising the routes to Canberra and Newcastle.

Each project will undergo the Infrastructure NSW Health Check, which requires demonstration of evidence of confidence in a project’s development. The scoping phase also includes an interim project definition report which will define the project’s interim ‘reference case’ based on the needs assessment, options development, and options assessment through the strategic business case.

The second phase of the tender covers the final business case of the project. This will involve delivery of a final business case that builds on the findings from the strategic business cases and scoping phase investigations. Tender documents outline that “a new approach will be needed” for the final business case to meet NSW Treasury

requirements and Fast Rail Program objectives.

“Central to the success of the Final Business Cases will be the consideration of wider economic and social impacts, alongside traditional transport benefits.”

The release of these tenders highlights that fast rail projects in Australia are moving forward. At a national level, the National Faster Rail Agency has put forward 50:50 funding for fast rail businesses cases with state governments and the private sector, including the Sydney to Newcastle business case.

Funding has already been committed to faster rail between Melbourne and Geelong.

Improving connectivity between Newcastle and Sydney was also a priority initiative added to Infrastructure Australia’s Infrastructure Priority List in 2016.

The NSW government has also launched the ‘A fast rail future for NSW’ strategy, with a plan to be delivered by Andrew McNaughton and an expert panel. The plan is reportedly complete, but has not yet been released.

MORE TRAINS, MORE SERVICES INFRASTRUCTURE UPGRADES ANNOUNCED The NSW government has announced the two successful tenderers as part of the next stage of construction on the $4.3 billion More Trains, More Services upgrades.

The Next Rail partnership of John Holland and Jacobs will fulfil the contract between Central and Hurstville, and Transport for Tomorrow – made up of Laing O’Rouke and KBR – will work from Mortdale to Kiama. Each contract is worth about $300 million.

The program of works includes upgrades to rail infrastructure such as stabling yards, signalling, track, station platforms, and power supply on the South Coast, Illawarra and T8 Airport Lines.

Transport Minister Andrew Constance said that the works would enable better services on each line.

“The work will support the introduction of new suburban and intercity trains and allow us to deliver more frequent train services, with less wait times and a more comfortable journey for customers on the T4 Illawarra, T8 Airport and South Coast lines,” he said.

“We’re prioritising these lines because they are among the busiest on the network, catering for 440,000 trips in a typical day, which is around one third of daily rail customers.”

Construction will begin in the middle of 2020 and be completed ahead of the service improvements, which are scheduled for late 2022.

Passengers will see a 20 per cent increase in peak services on the T4 Illawarra Line, with space for up to 3,600 more travellers, equivalent to an extra three services an hour in the peak from interchanges such as Hurstville and Sutherland. There will be a 60 per cent increase on the T8 Airport line at the International, Domestic, Mascot, and Green Square stations with the capacity for an extra 2,400 passengers.

On the South Coast Line station platforms will be lengthened to accommodate the 10 car trains of the New Intercity Fleet trains as well as an extra off peak service each hour between Wollongong and the Sydney CBD, bringing frequency to a train every 30 minutes.

Constance said that the work will allow for an employment boost across a number of professions, including engineers, trades workers, and apprentices.

“Today’s announcement means we are keeping people in work and creating about 350 direct new jobs and around 200 indirect jobs located either in Sydney or on the South Coast.”

WWW.RAILEXPRESS.COM.AU | 11

News

New South Wales

CREDIT: SYDNEY METRO

EIS for Sydney Metro West released, Rydalmere station dropped

The proposed alignment for Sydney Metro West has been released for community consultation.

The NSW government has released the first environmental impact statement (EIS) for Sydney Metro West, scrapping a proposed station at Rydalmere.

The EIS provides more detail on the route which will connect the Parramatta and Sydney CBDs. The EIS covers the section from Westmead to the Bays Precinct.

A separate EIS will be released for the section from the Bays Precinct to the Sydney CBD, with the location of a station in the CBD still to be confirmed. A station in Pyrmont is still listed as “optional”.

With the removal of the optional station at Rydalmere, the distance between consecutive stations Parramatta and Sydney Olympic Park would be between eight and nine kilometres, depending on the alignment. Most metro systems globally have an average distance of 1.2 and 1.3km between stops.

The EIS outlines where the main works will be undertaken for civil construction works, including tunnelling, and excavation for stations. Major work sites will be established at Westmead, Parramatta between Macquarie Street and George Street, Clyde – where a stabling facility will be built, Burwood North, and the Bays Precinct. Two tunnel boring machines will each begin at The Bays and Westmead, with all four being extracted at the site in Sydney Olympic Park.

Releasing the EIS, NSW Transport Minister Andrew Constance said that Metro West is a “once in a century” project.

“It’s been almost 100 years since the Harbour Bridge transformed Sydney. Now this

14 | ISSUE 6 - JULY 2020 | RAIL EXPRESS

underground Metro is going to be the modern day game changer for our city, serving us for decades to come.”

The EIS proposes to ease the pressure on the existing heavy rail system from population growth in Western Sydney, which is forecast to grow to 3.2 million people by 2036, by diverting commuters from the T1 Western Line, T9 Northern Line and the T2 Inner West and Leppington Line.

The EIS estimates a drop in customer numbers at some of Sydney’s busiest stations.

It finds that there will be a 32 per cent fall in customer numbers on the T1 Western Line at Parramatta by 2036, a 36 per cent reduction at Strathfield, and a 35 per cent reduction at Redfern. This will cut crowing by roughly 30 per cent at North Strathfield, Strathfield, Redfern, and Burwood stations.

In addition, Sydney Metro West proposes faster travel times between Parramatta and the Sydney CBD, with services targeted to take 20 minutes. The line will also increase the number of services, from 56 trains an hour to 116, increasing capacity from 65,440 customers an hour to 157,600 customers.

The NSW government has released an expression of interest for contractors to deliver the twin tunnels between Westmead and The Bays.

CONSTRUCTION ON WESTERN SYDNEY AIRPORT METRO TO BEGIN IN 2020 $11 billion will be invested by the NSW and federal government for the Sydney Metro – Western Sydney Airport line, with construction

to commence before the end of 2020.

“Construction is already well underway on the airport, and later this year works will start on this new Metro service which will link the suburbs of Western Sydney to the rest of Sydney,” said Prime Minister Scott Morrison.

Morrison made the announcement alongside NSW Premier Gladys Berejiklian.

“This project is moving forward, through the hard work that has been carried out by the Federal, New South Wales and local governments over the past year,” said Berejiklian.

“The opportunities this mega project will provide are vital as our economy recovers from the financial impact of the COVID-19.”

The line will include six metro stations, including two at the airport, one at the terminal and another at the business park.

Stations will also be built in the Western Sydney Aerotropolis, Orchard Hills, and Luddenham. An interchange station will be built at St Marys to connect the line with the rest of the Sydney network.

The 23km line is expected to cost $11bn and is scheduled to open in 2026 in time for the opening of Western Sydney International (Nancy-Bird Walton) Airport.

NSW Transport Minister Andrew Constance said that the metro line will be at the centre of the under-development region.

“This new metro railway line will become the transport spine for the region, connecting travellers from the new airport to the rest of Sydney’s public transport system.”

Sydney Trains using data and CCTV to track occupancy Sydney Trains has a new team who will be monitoring CCTV and passenger data to reduce crowding on the network.

Minister for Transport Andrew Constance announced the new team, which will encourage physical distancing on the transport network.

“This dedicated team of 80 people will be the ‘eyes and ears’ of the Sydney Trains network. Every day teams will monitor 11,000 CCTV cameras and utilise new real time app technology to monitor patronage numbers and help facilitate physical distancing across the rail network,” he said.

Transport for NSW secretary Rodd Staples said that the new team is in addition to preventative measures on platforms and in carriages.

“We launched the ‘no dot, no spot’ campaign to help customers physically distance and there has been an extra 132,000 hours of cleaning since March, with regular deep cleans and hand sanitiser units being rolled at 163 staffed stations,” said Staples.

The NSW government has been encouraging commuters to stay off public transport unless they must use it and has announced pop-up carparks and cycle lanes to facilitate alternative travel arrangements.

Although patronage levels remain low, there have been some increases as restrictions begin to lift. Trains are limited to carrying 32 per cent of their regular capacity.

Sydney Trains chief customer officer Suzanne Holden said that the new team would trial innovative approaches based on data collected around the network.

“I could not be prouder to lead a team of people who have spent long hours innovating and finding solutions to transport problems we have never experienced in our lifetimes.

New features we have created for loading data technology and this new pilot program is setting the standard for the rest of the country.”

REGIONAL COMMUTERS CONCERNED FOR SAFETY Local MPs in the Illawarra and Central Coast are concerned that passengers travelling on trains in these regions may not be able to safely distance themselves from other passengers.

Illawarra MP Ryan Park said that the “no dot, no spot” campaign did not account for the realities of regional commuters.

Trains are limited to 32 per cent of regular capacity.

“It takes commuters in the Illawarra and the South Coast an over an hour to get into Sydney, on trains that are regularly overcapacity already,” he said.

“These changes mean that some people won’t be able to get on their regular trains if there isn’t enough space, leaving them waiting to see if they can fit on the next train.”

Wyong MP David Harris said that trains were already at capacity, leaving Central Coast commuters unable to catch a train into Sydney.

“For Coast rail commuters the reality is trains from Newcastle will already be full before they reach Central Coast stations,” he said.

“Trains starting from Wyong will be full before they reach Woy Woy. Most commuters won’t even know if seats are available until they get onto the train and then will they be required to leave the train?”

While patronage had dropped by 73 per cent, in the last week a 9 per cent increase has been recorded on the previous week.

A Transport for NSW spokesperson said that the department is looking at where it can add services to increase capacity, having run to a full schedule while COVID-19 restrictions have been in place.

“Changes will be considered to increase public transport services where capacity and resources are available. TfNSW is looking to add

services during off-peak times, where possible.”

Shellharbour MP Anna Watson said in the absence of real-time data on the capacity Illawarra and South Coast trains, extra station staff should assist commuters.

“Any public transport strategy for our region needs to include surging the number of public transport workers at stations helping people get to work on time, and helping make sure there is capacity for them to safely board trains and buses,” she said.

The TfNSW spokesperson said that information is available.

“Customers should plan ahead and use real time information provided through apps, social media and Transport Info to see which public transport services have space available to maintain physical distancing.

“We do need everyone to take personal responsibility when using our services.”

While the NSW government has been encouraging employers to stagger work times, Wollongong MP Paul Scully said that decentralisation could reduce crowding.

“It could be greatly improved by working with employers to stagger start and finish times; setting up satellite offices in large centres like Wollongong and the provision of additional services both in Wollongong and between Wollongong and Sydney,” he said.

WWW.RAILEXPRESS.COM.AU | 15

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News

New South Wales

The Western Sydney business community has called on the NSW government to prepare Parramatta Light Rail Stage 2 as an economic stimulus project for the region following internal government polling that shows the project’s growing community support.

Internal government polling for the project

by Newgate Research, released under Freedom of Information, found a 10 per cent increase in positive community support towards Parramatta Light Rail Stage 2 in 12 months.

Knowledge of the proposed route for Stage 2 has increased from 60 per cent in 2018 to 71 per cent the following year, and the likelihood to use Parramatta Light Rail Stage 2 route has increased from 54 per cent to 67 per cent.

David Borger, Western Sydney Business Chamber executive director said the jump in support for Parramatta Light Rail Stage 2 is remarkable.

“The NSW government will need to use the state’s infrastructure pipeline to kickstart the economy after COVID-19 restrictions are lifted and projects such as Parramatta Light Rail Stage 2 can be made shovel ready over the coming months to be a key stimulus project next year,” he said.

“The communities along the Parramatta Light Rail Stage 2 route and Western Sydney more broadly will be bitterly disappointed if the NSW Government fails to honour its

CREDIT: PARRAMATTA LIGHT RAIL

Community calling for Parramatta Light Rail Stage 2 to be shovel ready

The Western Sydney Business Chamber has said the project can be quickly made “shovel ready”.

public transport commitments to the region.”

Borger said the future of Parramatta Light Rail Stage 2 has been unclear and the proven community support should restart the project.

“Building Parramatta Light Rail Stage 2 will help unlock the full potential of the Greater Parramatta and Olympic Peninsula region.”

Allison Taylor, CEO of the Sydney Olympic Park Business Association said the association and Western Sydney Business Chamber have been vocal advocates for the NSW government delivering on its commitment to build the entire Parramatta Light Rail network.

“What the government’s internal polling confirms is the more the local communities along the preferred route know about the project, the more they like it. They want

the government to provide better transport through the region to key centres like Sydney Olympic Park and Parramatta,” Taylor said.

The report also indicated sentiment towards local public transport is positive with most respondents rating services as either excellent, good or fair.

“Unprompted transport priorities continue to focus on increased frequency of buses and trains and there is a growing desire for more frequent and reliable services – particularly in Stage 2,” the report stated in its findings.

Results revealed that positive sentiment increases with knowledge of the Parramatta Light Rail Stage 2, with better and more convenient connections remaining the most common reason for feeling positive about the project compared to results in 2018.

Work begins on Tamworth Intermodal Rail Line Work has begun on the Tamworth Intermodal Rail Line, with the first sod turned on May 5.

The work involves rehabilitating the West Tamworth to Barraba Rail Line, which will allow for the construction of an intermodal terminal on the edge of Tamworth that is connected to the main North-South rail line running from Tamworth to Armidale and south to Sydney and Port Botany.

According to Member for Tamworth Kevin Anderson, the construction work includes rebuilding six kilometres of track, a level crossing, bridge and signalling work, service relocations, and drainage improvements.

“The work will be completed on behalf of Transport for NSW by John Holland Rail, and includes early procurement of rail and sleepers, installing fencing at selected locations along

the rail corridor and removing redundant infrastructure such as existing rail and sleepers,” he said. $7.4 million in funding was first earmarked by the NSW government in November 2017.

The hope is that by re-opening the rail line, producers in the region will have freight rail access to Port Botany, said Minister for Regional Transport and Roads Paul Toole.

“Reactivation of the non-operational rail line between West Tamworth and Westdale will facilitate freight train services to the Tamworth Regional Freight Terminal, opening the gateway with direct rail access to vessels at Port Botany.”

Once complete, the rail line and intermodal terminal will form part of a logistics hub next to the Tamworth regional

airport, which is tipped to be an airfreight hub for agricultural produce.

“The NSW Government is committed to moving more freight via rail and is investing in the rail freight network to increase capacity and meet future demand,” said Toole.

“The train line is expected to start operating next year which will also help to support ongoing employment in the region.”

Investigation work was completed last year, and work will maximise the use of rail infrastructure already present, said Anderson.

“The plan to deliver the Tamworth Intermodal Rail Line involves making the most of the existing infrastructure, which will provide a significant cost saving, and minimise the frequency of trains crossing Denison Street, reducing the impact on local traffic.”

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News

Victoria

Three hundred kilometres of regional rail track and 15 train stations will be upgraded in a $2.7 billion spending plan to help Victoria recover after the coronavirus (COVID-19) pandemic.

The spending will be spread across the economy, including education, social housing, and tourism upgrades, however $328 million is targeted at the transport sector.

Part of the funding will go towards upgrades of trains and trams and is in addition to the $107bn Big Build program.

Victorian Premier Daniel Andrews said that the funding will go to projects that will begin immediately.

“We’re getting to work on hundreds of new projects across the state, meaning shovels in the ground – and boots in the mud – within a matter of weeks and months,” he said.

“From upgrading our roads and rail, to critical maintenance for social housing and new projects for our tourist destinations, this package will create jobs for our local tradies and so many others – and support local businesses all over Victoria.” $90m will be invested in upgrading and replacing sleepers, structures, and signalling across the regional rail network.

This funding will cover the renewal of 300 kilometres of sleepers and ballast across the regional network. $62.6m will go towards the maintenance and restoration of trams and regional trains.

Over half of this funding will go towards improving the reliability of V/Line trains. $23m will be spent on improving stations and stops, including better seating, passenger information, toilets, and accessibility upgrades. $5.6m will be spent on removing rubbish and graffiti as well as managing vegetation along transport corridors.

Chief executive of Infrastructure Partnerships Australia Adrian Dwyer said that the funding was well structured.

“The phase one package provides the right blend of projects and programs that will support job creation and stimulate economic activity,” he said.

“The focus on new and existing projects across schools, social housing, and road and rail maintenance means that the benefits of this stimulus will be broad-based.”

Victorian Treasurer Tim Pallas said that the funding will help the wider economy.

“We’ve always said Victoria is the engine

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IMAGE CREDIT: RAILGALLERY.COM.AU

Level crossing works blitz underway as Building Works program announced

An extra $300m will be spent upgrading the Victorian transport network.

room of the nation – with this package, we’re cranking the engine and kickstarting our economy.”

The entire funding package is expected to create 3,700 direct jobs with many thousands more in the supply chain. For companies which need to hire extra employees, the Victorian government has mandated that new hires are to be found through the Working for Victoria scheme.

In a press conference on May 18, Andrews said that this announcement would be followed by other announcements which will target particular sectors. Andrews would not confirm whether the Melbourne Airport Rail Link would be announced, however he suggested that a decision would be made soon.

FOUR MORE LEVEL CROSSINGS TO GO BY NOVEMBER 2020 Victorian Minister for Transport Infrastructure Jacinta Allan said that a construction blitz will remove the four level crossings at Munro, Reynard, and Bell streets, and Moreland Road.

Work crews of over 1,000 will work around the clock from July 28 to November 15.

The blitz involves elevating two kilometres of rail line and constructing two new stations, at Coburg and Moreland stations.

“Over the next few months we’re ramping up work on our Big Build, including the biggest level crossing removal blitz we’ve ever done,” said Allan.

Buses will replace trains between Anstey and Upfield, however a new turnback facility

at Anstey will allow trains to continue between Anstey and the city, reducing the impact on commuters.

Works on other level crossing on the Frankston line are getting underway in May, with trenches to be excavated and new stations built to facilitate the removal of level crossings at Park and Charman roads in Cheltenham, and Balcombe Road in Mentone.

Other projects are underway in Lyndhurst, Pakenham, Berwick, Edithvale, Chelsea and Bonbeach, Werribee, Hoppers Crossing, Mooroolbark and Lilydale.

As part of Victoria’s Big Build program, construction on the Metro Tunnel Town Hall station is taking another step forward. Trams will not run along Flinders Street between Elizabeth and Russell streets from July 5-11 and cars on St Kilda Road won’t be able to turn left into Flinders street to maintain pedestrian safety around the construction site. The Sunbury Line upgrade, to facilitate trains to run on the line as part of the Metro Tunnel project, is also continuing in late June.

Winter will also see track renewal and maintenance in the CBD and on the regional train network, specifically the Bendigo, Swan hill and Echuca lines. On the Bendigo Line between Sunbury and Bendigo the $16.1m sleeper replacement program was completed a month ahead of schedule. 50 workers were on site around the clock to renew 48,000 sleepers, locally manufactured at Avalon, near Geelong.

“Building these projects is more important than ever, as we rebuild our economy and get people back to work,” said Allan.

Calls for regional lines to be upgraded for passenger, freight services

IMAGE CREDIT: RAILGALLERY.COM.AU

President of the North-West Rail Alliance has called for the restoration of passenger services to Mildura.

“The restoration of passenger rail services to Mildura should be a high priority for the [Victorian] government. More than 100,000 people in Central and Northern Victoria would benefit from this train service.”

Passenger trains last ran to Mildura in 1993 and have been the subject of election commitments since then. Recently, the Mildura line from Maryborough was upgraded to standard gauge as part of the Murray Basin Rail Project.

“With the completion of the Mildura to Maryborough standard gauge rail link, a shuttle service could run from Mildura every day and connect with the existing V/Line service at Maryborough. A minimal amount of work is required on the line and a number of level crossings need to be upgraded.

“Further, the restoration of passenger services on the Mildura line would ensure a higher standard of maintenance is maintained and this will guarantee producers and growers from the Mallee the maximum efficiency and best cost structure for freight services to Melbourne and the ports,” said Mitchell.

A Victorian Department of Transport spokesperson said services are being reviewed.

“We continually review our public transport networks to make sure we are delivering the services to get Victorians where they need to go.

“V/Line operates more than 50 coach services a week to or from Mildura, via either Donald and Ballarat, or Swan Hill and Bendigo.

Some services also connect with other coach

routes to enable onward travel for passengers between Mildura and both Albury and Geelong.”

In 2019, the Mildura Rural City Council, along with Swan Hill, Gannawarra, Buloke, Balranald, Wentworth, and Murray River councils released the Central Murray Regional Transport Strategy. The strategy proposed the North West Passenger Transport Study to provide an evidence-base for future transport needs in the region, including passenger rail.

The Council expects the study to be completed by mid-2021.

Swan Hill Rural City Council Mayor Ann Young said at the time that the strategy will enable the region to lobby for further improvements.

“The projects, ideas and priorities in this new strategy will be used to advocate and plan for improved transport infrastructure and connectivity within our region.”

Mildura Rural City Council general manager community Martin Hawson said that returning passenger rail to the city was key.

“Advocating for the return of passenger rail services to the Mildura region is one of four initiatives in Council’s Mildura Future Ready (MFR) advocacy and funding strategy.”

Hawson said the early work on the strategy had already found positive benefits.

“While the full Regional Passenger Transport Study is yet to be completed, early discussions with key stakeholders has identified four key overarching benefits resulting from better passenger transport services. They include: stronger community with improved social connectivity and liveability; improved economic growth and diversity of the North West; enhanced regional decentralisation Communities are calling for the return of passenger trains to Mildura.

through population growth and dispersal; and attraction and retention of skilled and unskilled labour force.”

RECORD GRAIN CROP LEADING TO CALLS FOR IMPROVEMENTS. Advocacy group Rail Futures Institute has identified the Sea Lake and Manangatang lines, the Korong Vale group, as ripe for improvement to shift a bumper winter crop.

“We are urging a fast allocation of funding so that these labour-intensive works can be actioned between July and October of this year so that this important freight link can again be made available to handle the forecast bumper grain harvest from November 2020,” Rail Futures Institute president John Hearsch said.

According to the Australian Bureau of Agriculture and Resource Economics and Sciences, 2020’s winter crop is forecast to reach 7.4 million tonnes, double last year’s.

With a limited capacity on freight lines between Dunolly and Ballarat, extra grain may have to be hauled by truck, costing growers.

“In offering a second option for Korong Vale Group grain trains to go south, the number of broad gauge trains proceeding via Dunolly and Maryborough can be reduced, releasing more train paths for standard gauge trains from the Mildura and Murrayville lines, which can only reach Geelong, Portland, or Melbourne via Ararat and so must travel through Maryborough,” said Hearsch.

Rail Futures Institute points out that the 41 kilometres of track in need of an update involves replacement of sleepers, repairs to areas damaged by floods in 2007 and 2011 and reactivation of the rail junctions at Inglewood and Eaglehawk. The relatively minor improvements could also be completed using locally sourced materials, said Hearsch.

Other benefits would include the potential extension of regional passenger services from Bendigo to Marong and a connection between Bendigo rollingstock manufacturing and repair workshops and the rail network in northwestern Victoria.

The Victorian government is currently finalising an updated businesses case for the stalled Murray Basin Rail Project, which intended to upgrade the Korong Vale group lines. Once complete, the business case will be presented to the federal government for consideration for funding further stages.

WWW.RAILEXPRESS.COM.AU | 19

News

Victoria

On-dock rail upgrades for Port of Melbourne pass final hurdle The Port of Melbourne will take the next step forward in its Port Rail Transformation Project (PRTP), with the project having met all its preconditions.

The project will begin on June 1, with construction expected to commence before the end of 2020.

The $125 million project will increase the rail infrastructure at the port and provide a new rail operating framework inside the port.

Overall, the project hopes to increase the amount of containers moved by rail, improving operations at the port, said Brendan Bourke, CEO of Port of Melbourne.

“The Port of Melbourne has listened to industry feedback and is responding with a solution that meets the need for increased transparency in rail access arrangements, improved port access and greater capacity,” said Bourke.

“The project embraces these principles and supports the government’s Port Rail Shuttle Network.”

Port of Melbourne has conducted an Expressions of Interest process and will next begin a Request for Proposal for the infrastructure works required.

CEO of the Australian Logistics Council (ALC) Kirk Coningham, said that the announcement

that the project will proceed is welcome for the industry.

“Moving more freight by rail can deliver a range of potential benefits for industry participants, for exporters and for local communities. The construction of new on-dock rail infrastructure at Swanson Dock East will help to realise those benefits.”

By delivering on-dock rail, congestion around the port can be reduced, benefiting both industry and local communities, said Caroline Wilkie, CEO of the Australasian Railway Association (ARA).

“Improving rail access is not just good for the economy, allowing a more efficient transport of containers, but it will reduce road congestion and pollution around the port.”

Coningham also noted that the work will improve movement in the surrounding areas.

“The PRTP will improve congestion around the Port of Melbourne, which is critical for logistics companies moving freight into and out of the port, and also for improving the liveability of nearby residential communities,” said Coningham.

“The PRTP will also help agricultural exporters moving their goods through the Port of Melbourne by reducing their ‘last mile’ costs.”

Both Coningham and Bourke noted that

progressing these infrastructure works while the state and country is recovering from coronavirus (COVID-19) will help increase growth.

“The development of significant new freight infrastructure such as that now being progressed by the Port of Melbourne will also help stimulate economic and employment growth, which will be vital in helping Australia to emerge from the COVID-19 pandemic,” said Coningham.

“A rail solution for the port will play a vital role in Victoria’s post-COVID economic recovery with a large construction project supporting jobs as well as supporting the more efficient movement of freight and contributing to a more productive supply chain for decades to come,” said Bourke.

Once the PRTP is complete, the Port of Melbourne hopes to connect Webb Dock to the rail network, which is expected to handle half of Victoria’s export container trade by 2050.

Coningham highlighted that governments must preserve the rail corridor for this development.

“It will also be crucial for the federal and Victorian governments to work cooperatively to preserve corridors and make investments that will also permit Webb Dock to be connected to Victoria’s rail freight network.”

Victorian transport operators exceed all performance and reliability targets Victorian public transport operators have exceeded all punctuality and reliability targets in April.

The figures were some of the highest in the past year, and some operators recorded their highest ever results.

The results were largely due to fewer people on the network and fewer disruptions due to stay at home directives issues by the Victorian government, according to a statement from Metro Trains Melbourne.

“A quieter network means more trains are able to get to their destinations sooner, which is important for the Melburnians who still depend on our services.”

A Department of Transport spokesperson also acknowledged the impact of fewer people

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in the transport system.

“The lower patronage on the public transport network combined with fewer cars on the road has resulted in an improvement in punctuality for our trains and trams in April,” said the spokesperson.

Metropolitan train services were punctual 96.2 per cent of the time, and 99 per cent of services were delivered. This exceeded the respective 92 and 98.5 per cent targets.

Metro Trains Melbourne said that there were fewer incidents on the network during April, which also improved performance.

“In April, we saw fewer faults impacting our trains and equipment. There were also fewer disruptions caused by weather events, trespassers, and police operations.”

Over 92 per cent of regional services were on time and 97.4 per cent of services were delivered. The most reliable short distance line was the Seymour Line with 99.1 per cent of services delivered and the most punctual were services on the Geelong line.

Of the long-distance lines, the Warrnambool, Albury/Wodonga, Swan Hill and Echuca, and Shepparton lines all saw 100 per cent of services delivered. The most on time services were on the Warrnambool line, with 99.3 per cent delivered.

The punctuality of tram services was well above the 82 per cent target, with 93.8 per cent of services arriving on time. 99.2 per cent of services were delivered, exceeding to 98.5 per cent target.

News

Queensland

New board members announced for Cross River Rail Delivery Authority The Queensland government has appointed five new members to the governing board of the Cross River Rail Delivery Authority.

The board is now comprised of an array of senior Queensland public servants, and is chaired by Damien Walker, director-general, Department of Innovation and Tourism Industry Development.

In addition to the director general of the Department of Transport and Main Roads, Department of the Premier and Cabinet, and the Under Treasurer, who are required to be on the board in the relevant legislation, the five members of the board are from the State Development, Manufacturing, Infrastructure and Planning, Housing and Public Works, Innovation and Tourism Industry Development, and Transport and Main Roads departments.

The appointment of new board members

follows the removal of the previous Cross River Rail Board. Removed board members were Paul Lucas, former Queensland Attorney General, former NSW chief scientist & engineer Mary O’Kane, CEO of State Gas Ltd, Lucy Snelling, former director general of the NSW Department of Premier and Cabinet John Lee, Brisbane City Council nominee John McEvoy, and Airservices Australia board member Tim Rothwell.

The previous board’s terms were to expire in April 2020, however in February Minister for Cross River Rail Kate Jones informed them that their terms will not be renewed.

At the time, Jones said that the move to replace the board was about improving compliance.

“It is clear to me and to Cabinet that now we have moved from the procurement phase to

the construction phase of the project we need to beef up compliance,” said Jones.

“I want to ensure I have the right people with the right skills to deliver this project and hold CPB and Pulse Consortium to account.”

CPB Contractors was put into the spotlight by construction union CFMEU, which has counted 50 breaches of Workplace Health & Safety laws since early demolition work begun at Cross River Rail sites six months ago.

“To have more than 50 enforcement notices issued in this space of time on one project is just extraordinary – if this was a motorist behind the wheel of a car you’d strip the driver of their licence and impound the vehicle in the interests of public safety,” said CFMEU assistant secretary Jade Ingham.

CPB Contractors was contacted but declined to comment.

Federal Court dismisses ACCC appeal against sale of Acacia Ridge terminal commenced legal action to prevent Pacific National from purchasing the terminal. A Federal Court challenge in July 2018 led to the Court dismissing the ACCC’s challenge.

Subsequently, the ACCC appealed to the Full Court of the Federal Court.

The Federal Court has now found that the sale does not breach the Competition and Consumer Act. In a statement, Pacific National welcomed the court’s decision.

“Pacific National welcomes today’s judgment and is looking forward to adding the Acacia Ridge Terminal (south of Brisbane) to its

CREDIT: PACIFIC NATIONAL

The Federal Court of Australia has upheld the acquisition of the Acacia Ridge intermodal terminal by Pacific National.

In a judgement delivered on May 6, the Full Court of the Federal Court dismissed an appeal by the Australian Competition and Consumer Commission (ACCC) against the sale of the terminal by Aurizon to Pacific National and upheld Pacific National’s cross appeal.

The appeal is the latest in a long-running legal process since the $205 million sale was announced in 2017. After the sale was announced, the ACCC blocked the sale and

The decision allows Pacific National’s purchase of the terminal to go ahead.

nationwide network of efficient rail freight depots, terminals and hubs.”

Aurizon also welcomed the court’s findings.

“Aurizon welcomes the certainty delivered by the Court today – for our business, our employees and our shareholders.”

ACCC chair Rod Simms said that the case would be looked at for its effect on mergers.

“The ACCC will continue to consider what changes are needed to make Australia’s merger laws work in the way they need to, to safeguard the economy from highly concentrated markets.”

In the earlier Federal Court proceedings, Pacific National had unconditionally offered to not discriminate in providing access to other rail operators. The ACCC rejected this undertaking, however the court found in 2019 that the offered undertaking would have the effect of enabling competition. The ACCC had then appealed based on the undertaking.

“Pacific National is actively working to ensure the many social, environmental and economic benefits of rail freight are realised throughout Australia’s transport supply chain, including the future Melbourne to Brisbane Inland Rail,” said Pacific National in a statement.

WWW.RAILEXPRESS.COM.AU | 23

News

Western Australia

CREDIT: WA MAIN ROADS.

Alliances chosen for Metronet projects

Works on the Tonkin Gap Highway include enabling works for a new rail line.

Three contracts have been awarded for major works as part of the Metronet project in Western Australia.

Evolve Bayswater Alliance (Coleman Rail) won the $253 million design and build contract for the new Bayswater Station, with contributing partner Decmil. Coleman Rail was announced as the preferred proponent in April, 2020.

Downer EDI won the Denny Avenue level crossing removal contract after being selected as the preferred proponent in February.

The Tonkin Gap Alliance, made up of BMD, Georgiou, WA Limestone, BG&E, and GHD will expand the section between Collier Road and Dunreath Drive to construct a three-lane, freeway-standard road.

The Morley-Ellenbrook line will partly run along the middle of the Tonkin Highway, and the Tonkin Gap Alliance will build the dive structures to allow the building of the railway to enter and exit the middle of the highway.

WA Transport Minister Rita Saffioti said that the works will stimulate the state’s economy.

“The Metronet Bayswater Station upgrade and Denny Avenue level crossing removal projects, combined with construction of other nearby major projects like the Tonkin Gap and Morley-Ellenbrook Line, will help support the WA economy through some tough times ahead.”

The Bayswater Station contract involves the construction of a new four-platform station, along with track, signalling, civil, drainage, and

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overhead line works. The contract also covers a new rail turnback for the Forrestfield-Airport Link, a bridge at King William Street/Coode Street, and the support of a connection to the Morley-Ellenbrook Line.

Bayswater station will be a lynchpin in the new Metronet network, connecting the Midland Line to the Forrestfield-Airport Link and the Morley-Ellenbrook Line. Early works are already underway.

“When complete, the new Metronet Bayswater Station will transform Bayswater into a major transport hub servicing the Midland Line, Forrestfield-Airport Link and Morley-Ellenbrook Line, and a new station is integral to this,” said Saffioti.

Downer EDI will replace the Denny Avenue level crossing with a rail-over-road underpass at Davis Road. Civil works to revitalise the Kelmscott town centre are also part of the project, which involves tree planting and landscaping works.

Denny Avenue is the first of a projected eight level crossing removals that will form part of the Metronet project. Geotechnical works, demolition, and tree removal has already gotten underway.

“This year alone we have six Metronet projects underway, creating thousands of local jobs and creating opportunities for local businesses,” said Saffioti.

“Road and rail projects will play a key part to WA’s economic recovery going forward. This project will fix one of Perth’s most congested

roads while laying the groundwork for the Metronet Morley-Ellenbrook Line.

“Tonkin Gap is a major component of the train line to Ellenbrook, with two dive structures and the foundation for the rail included in the project scope.”

The Tonkin Gap project is jointly funded by the WA state government and the federal government, with the federal government contributing 80 per cent of project funds.

Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said that the project is part of an infrastructure-led recovery.

“Our $100 billion infrastructure pipeline is setting the foundations for economic recovery on the other side of the COVID-19 crisis,” he said.

“In addition, it will create thousands of new jobs at a time when what we want is to get Australians back to work.”

WA Premier Mark McGowan also noted that progressing urban infrastructure projects will have flow on effects.

“Our record investment in major road projects and Metronet will set up our suburbs for the long term and benefit Western Australians, now and into the future,” McGowan said.

“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.”

News

New Zealand

NZ makes major investments in track, rollingstock investment in rail track and $421m for new locomotives, which will help shift freight onto rail, said Miller.

“The government’s investment allows us to continue with our locomotive replacement programme and raise the standard of our rail lines, bridges and tunnels across the country.

This will enable KiwiRail to offer better and more reliable train services for our customers and move more of New Zealand’s growing freight task onto rail,” he said.

Funding will be targeted at areas with significant freight demand, such as the Auckland-Hamilton-Tauranga triangle, the North Island Main Trunk Line, the Midland Line from Rolleston to Stillwater, and the Main South Line from Lyttleton to Rolleston. The funding also includes upgrades to Wellington Railway Station, damaged in the Kaikoura earthquake, and resilience work on the National Train Control Centre.

“This funding recognises that rail has a greater role to play in New Zealand’s transport sector, and that it can make a valuable contribution towards lowering our transport emissions, reducing road congestion and saving in road maintenance costs – which benefits our nation as a whole.”

Rollingstock upgrades are expected to include 10 new main line locomotives in the North Island, the first tranche of replacement locomotives for the South Island, 10 electric/ battery powered shunting vehicles, the first order of 20 short haul locomotives. The first locomotives are expected to arrive in NZ from late 2022. KiwiRail freight locomotives will also be upgraded for electronic train control to operate on the Auckland network.

CREDIT: KIWIRAIL

NZ$1.2 billion ($1.12bn) has been earmarked for rail in New Zealand’s 2020 budget.

The NZ Coalition government has targeted investment in track and locomotives, as well as a replacement for the Interislander ferries as key initiatives in the first post-coronavirus (COVID-19) budget.

State Owned Enterprises Minister Winston Peters said that rail was critical for the country to emerge after the COVID-19 pandemic and associated lockdowns.

“Rail is a critical part of our integrated transport network. Not only is investment essential to address decades of underinvestment, but further investment in rail will play an essential role in our economic recovery post-lockdown,” he said.

Peters’s responsibilities cover state-owned rail operator KiwiRail, which owns most of the rail track in New Zealand while also providing freight services and the Interislander ferry, which is rail-enabled. The budget approved $400 million for new Interislander ferries and port-side infrastructure. This will enable KiwiRail to tender for international builders to design and construct two new rail-enabled ferries for delivery in 2024-2025 said KiwiRail chief executive, Greg Miller.

“Our Cook Strait ferries are an extension of State Highway 1, moving 800,000 passengers and up to $14bn worth of road and rail freight between the North and South Islands each year,” he said.

“They are a must have for NZ Inc. The two new rail-enabled ferries will be more advanced, have significantly lower emissions and last for the next 30 years.”

In addition, $246m was allocated for

Investments in rail are spread around the country.

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AN ONGOING EXTENSION OF PREVIOUS FUNDING The $1.2bn comes in addition to the $1bn allocated in the 2019 budget and will continue to modernise the NZ rail network.

“KiwiRail is a major contributor to New Zealand’s infrastructure projects, and currently employs almost 4,000 people,” said Peters.

“The investment in rail infrastructure, is not only helping to secure the thousands of existing jobs at KiwiRail but will be a huge boost to New Zealand’s civil engineering and construction sector, with hundreds of contractors, and their material suppliers, needed nationwide for track renewal, mechanical facility upgrades and ferry terminal projects.”

In addition to the direct funding, legislative changes will allow for network investment to occur through the National Land Transport Fund. An extra $148m has been earmarked for investment through this fund once the legislation is passed.

NZ has been part of the Australasian rail renaissance, with the Transport Minister Phil Twyford releasing the NZ Rail Plan in December 2019 that outlined the priorities for investment in the rail network.

“The Coalition Government has a bold vision for a 21st century rail network as outlined in the draft New Zealand Rail Plan.

We need a resilient and reliable rail system to support freight and get our cities moving,” said Twyford.

“Budget 2020 builds on the substantial investments we’ve already made in rail through past Budgets, the Provincial Growth Fund, and the New Zealand Upgrade Programme which will help future proof the economy and reduce emissions.”

LIGHT RAIL MISSES OUT In the budget announcements there has been no mention of the Auckland Light Rail.

The project was included in the coalition agreement signed between Labour and the Greens however with an election in September 2020, it seems unlikely that funding will be allocated in this term of government.

Twyford confirmed to NZ media that the light rail project is on pause while the government responds to the COVID-19 pandemic.

Two bids have been received for the project, one from private sector backed NZ Infra, and one from the government transport authority NZ Transport Agency.

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Rollingstock and Manufacturing

The road to 100 Bombardier’s Wendy McMillan describes how the company is creating a rail manufacturing centre of excellence as it reaches a major milestone.

Announcing the Victorian government’s purchase of 50 new trams for the Melbourne network in 2010, then Public Transport Minister Martin Pakula, highlighted what the first order of locally made trams in 20 years would mean for the state.

“The order is a boost to our tram fleet and is a fantastic endorsement of our local manufacturing industry with major components built at Dandenong as well as assembly and testing.”

Three years later, and a different public transport minister was riding the first of the E-Class trams as it left the Southbank depot and travelled on route 96.

“The E-Class tram will mean an improved ride for passengers with pivoting bogies and air-conditioning designed specifically for Melbourne,” said Terry Mulder, who noted the considerable difference the tram would make

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for the city and Melbourne’s commuters.

“Each E-Class tram can carry 210 passengers, which is significantly more than other trams on the network.”

The company behind this series of trams, Bombardier, is now approaching production of the 100th E-Class vehicle, and the trams, proudly adorned with the ‘Made in Melbourne, For Melbourne’ motto, have become testament to the benefits of local manufacturing. Wendy McMillan, President Australia and New Zealand at Bombardier Transportation, said that by being made in Melbourne, the global mobility provider can “think global, act local”.

“It means you’ve got the full suite,” said McMillan. “We have the engineering capability to match what you actually bid, product assurance and design safety, and then you go into production.”

With the Dandenong workshop now completing vehicle 86 in the series, each tram is the result of Bombardier’s local and global expertise.

“If we look at the E-Class, you have industrial design in Brisbane, and we have at least a third of the global capability of industrial design in our Milton office. What it means is that you have a collaboration between functions, either here or overseas, full collaboration to actually bring the book together for the customer to enable sign off,” said McMillan.

In addition to the trams manufactured in Dandenong, Bombardier also produces the Vlocity 160 DMU for Victoria’s regional network. On both products, Bombardier has been able to update and vary the design locally in line with changes to requirements.

Having local engineering capabilities is

IMAGE CREDIT: RAILGALLERY.COM.AU

“We have the engineering capability to match what you actually bid, product assurance and design safety, and then you go into production.”

Wendy McMillan, President Australia and New Zealand, Bombardier Transportation

IMAGE CREDIT: RAILGALLERY.COM.AU

Bombardier is up to tram 86 out of a order for a fleet of 100.

Major assembly and manufacturing work is completed in Dandenong.

essential to these changes.

“There might be new standards that come in that the customer may wish to do a variation for,” said McMillan. “For example on LRV crashworthiness, it might be lines of sight, there might be driver requirements that change from the operator. Having engineering presence on the ground enables you to have that assurance.”

The first introduction of the E-Class trams saw improvements in accessibility for travellers by increasing the number of low floor trams running on the network.

In addition, the enhanced capacity built into the design of the trams has become increasingly important.

“With COVID-19, larger capacity is a nice thing in hindsight because that allows more people on that tram, so that will give the highest capacity for the Yarra Trams fleet.

That obviously means greater access and

equity for the commuter and it also ensures that it’s the smoothest ride,” said McMillan.

Other improvements included positive feedback for safety standards in the driver’s cab, and Bombardier has worked with research institutions to look at other areas where design innovation can be introduced to respond to the particularities of Melbourne’s network.

“We’ve worked with a tertiary institution around visibility, line of sight, windscreens, and cameras outside the vehicle so that the driver is fully aware of their surroundings,” said McMillan. “The Melbourne network is not a closed network, it has a high interface with vehicles, whether they’re private drivers, Ubers, taxis, trucks, so we’re working with Yarra Trams and the Victorian government to plan a trial of an Obstacle Detection Assistance System (ODAS) that warns a driver about cars and passengers in front of the tram.”

In addition to upgrades, being local means that Bombardier are working on the trams every day, both in Dandenong and at maintenance depots.

“There was an incident today, an interface with a car or a truck on one of our trams.

We hold spares for that. Our ability being on the ground means that we can work quickly, with Yarra Trams at their site in Preston, to repair those vehicles and have them back out. We can do that sourcing from both the Dandenong site and also with Yarra Trams,” said McMillan.

STRENGTHENING LOCAL MANUFACTURING Bombardier’s presence in Dandenong continues over half a century of rail manufacturing heritage in south-east Melbourne. First opened by Commonwealth Engineering, then taken over by ABB, the current Bombardier plant is built in such a way to provide the best services for the Australian rail industry.

“Because the site itself has got access to

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the main line it’s very accessible both for V/ Line and Yarra Trams. We have an LRV test track there too and that gives us the ability to do a lot of work for the Victorian government and Yarra Trams on site,” said McMillan.

As McMillan highlights, it’s this collaborative relationship that has developed over the decades that has allowed Bombardier to serve the largest tram network in the world with local knowledge and production.

“We’re in production up to 91, well on the way up to 100 with the E-Class. That’s a big achievement and we can’t do that without our customer the Department of Transport and the State government, as well as a lot of hard work and dedication from our partners in the supply chain,” said McMillan. “We’ve worked to get the right quality supply chain partners, to get it right first time, minimise rework, while having capacity for repairs.”

Across Dandenong and the wider southeast Melbourne region, Bombardier has been key to the flourishing manufacturing ecosystem. The 11,000 manufacturers in south-east Melbourne employ 105,000 people, with each manufacturing job supporting four more jobs in other sectors, according to peak industry body South East Melbourne Manufacturing Alliance (SEMMA).

Manufacturing large, complex systems such

During COVID-19, Bombardier’s Australian sites were the only facilities the company had open outside of China.

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as rollingstock here enables a flow on effect across the entire region.

“Once we actually manufacture the design, we have an extraordinary, capable, local supply chain, and that’s around the Dandenong area in addition to Australia and New Zealand,” said McMillan. “Then there’s the multiplier impact, and obviously it’s in addition to the employment of those in the local community.”

The light rail operation alone employs more than 70 people directly, while enabling training through apprenticeships and partnerships with local education providers.

“Whether it’s safety training, welding, base manufacturing, or other skill sets, we have apprentices at the site and are close to Chisholm TAFE,” said McMillan. “Each quarter I give out service awards, and the incredible clusters around 5, 10, 15, 20, even 35 years, it blows you away.

“Another aspect is we’ve got a welding school that we offer to external training facilities, but you can’t do this unless you’re a good member of the community. We’re really trying to do not only the right things for the right reasons but really be proactive.

We’ve done that in the bushfire appeal, we have an MoU that we’ve just signed with community development organisation St Kilda Gatehouse.”

IMAGE CREDIT: RAILGALLERY.COM.AU

Rollingstock and Manufacturing

BUILDING FROM A SUSTAINABLE BASE Having these deep links to the community has become more important than ever. When COVID-19 hit, one unintended consequence of the local content requirement meant that there was minimal disruption to

IMAGE CREDIT: RAILGALLERY.COM.AU

Having access to a test track enables a lot of work to be done on site.

Bombardier’s manufacturing.

“We’ve been fortunate in our management and the local content policy assists in this regard in having suppliers around,” said McMillan. “Certainly, all supply chains were seriously disrupted and still are to an extent, but the actual impacts to us on these lines have been fairly minimal in a Victorian context. We were at one stage the only Bombardier Transportation site, apart from the China joint ventures, that were open in the world because of the unfortunate state of COVID and its impacts, particularly in Europe, the UK, and the Americas.”

While the disruptions of COVID-19 has an immediate impact on operations, McMillan also sees a role for rollingstock to play in enabling governments to respond. As governments look for ever greater value for money in transportation programs, changing the interaction between rollingstock and fixed infrastructure could provide a way forward.

“We’ve seen a request from clients to really stretch the rollingstock offer to match the associated network infrastructure. They look at expenditure and the interface in both. That might mean just your tram stops, how many of those need to go out, can rollingstock do something different about that? We’re very happy to look at the design possibilities in that regard as well,” said McMillan.

In addition, broader mobility trends will continue. As Melbourne looks to upgrade its network, innovations in light rail vehicles

Bombardier is looking at design possibilities for future trams and trains.

can overcome the limitations of a legacy network. Bombardier is involved in early design work for the next generation of trams, a defined benefit of which will be onboard energy storage to reduce the need for upgrades to the power network.

Another area for future development is integrating tram networks with the wider transportation system. Operating between heavy rail and active transport modes such as walking and cycling, McMillan sees an ongoing role for light rail in solving the ‘last mile’ of passenger movements.

“You have your last mile in logistics and you certainly have that in passenger movement. You’ve got the disruption of Uber and those operations as well in terms of how people still commute and get to nodes of heavy rail stations and meeting that with bike, so we are designing for bicycle capacity on our trains and trams.”

Increasing demand on Victoria’s regional network is leading to new thinking about the role of regional commuter trains, particularly to reduce emissions from diesel-powered units on unelectrified lines.

“In terms of regional-type commuter we can do a bi-mode diesel train, or a battery-electric

train, and that can be introduced here. It could be utilised around the growth areas of the South East where we are but particularly to Ballarat and Geelong,” said McMillan.

Another area where Bombardier is involved in the next generation of transport networks is in delivering the signalling for the Melbourne Metro Tunnel project, as part of the Rail Systems Alliance (RSA). This is one area in particular where McMillian sees the local and the global coming together once again.

“Being basically in the same time-zone as Southeast Asia, and having very significant labs in Bangkok, assists with the RSA contract that’s on the ground here. You’ve got to be global for benefits and function shares. No one wants to reinvent the wheel and no customer wants that to happen on their program so that’s the benefit that we offer particularly in the services category.”

In the meantime, however, the day to day operations at Dandenong continue, with safety always the focus.

“At the Dandenong site we’ve achieved a safety record there and that is a result of every one of your staff, management down,” said McMillan.

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Signalling

Upgrading the heart of the system The implementation of ETCS on the South East Queensland network highlights the many benefits of modern signalling systems.

Milton stations, allows for a major upgrade in safety systems.

“The current signalling has been in place for a long time, so bringing in a modern signalling system with automatic train protection is really important as the number of trains and customers on the network increases,” said Cook.

Cook highlights that reducing the occurrence of signals passed at danger (SPADs) is one example where the network will directly benefit.

“A SPAD is very disruptive as well as having potential safety implications and it’s one of the key safety metrics of railways. “If you’ve got automatic train protection so the train will brake to prevent overspeed or avoid exceeding movement authority, then that’s an absolute gamechanger and with a good train management system and an in-cab signalling system for drivers then it’s a smoother, more reliable journey for customers as well.”

To address the second goal of capacity, the deployment of ETCS is about futureproofing the Brisbane and South-East Queensland network.

“The Queensland Rail network hasn’t seen the same level of growth over the past five years as other states, but it has lifted over the last year. ETCS and the CRR project has been put in because of the really big growth that’s forecast in patronage on the Gold Coast line and the Sunshine Coast line.”

Based on 2019 census figures, the City of Brisbane and the Gold Coast added the largest number of people for any local government area in Australia.

Improving the rail network is hoped to encourage passengers out of their cars.

The final goal is reliability, an area where Cook highlights Brisbane’s rail network can become more efficient and meet international benchmarks.

“There are ageing assets on the network and you could just keep replacing like for like but the deployment of ETCS was a really good opportunity to bring assets up to a new standard to really drive up some increases in performance and reliability.”

Ultimately, ETCS will allow for automatic train operation through the new tunnel, simplifying one of the most complex parts of the South East Queensland rail network.

Ensuring reliability here will lead to benefits on other lines.

“What we don’t want to do in Queensland is end up with a situation where we’ve got a range of bespoke signalling systems, so we are really keen to stick to a standardised approach spreading across our network and operators, and that’s the reason for selecting ETCS,” said Cook.

FIRST DEPLOYMENT The ETCS project officially roared to life at the tail end of 2019 when Hitachi was announced as the successful tenderer for the ETCS systems.

The $634 million project was initially a standalone upgrade to the network under the auspices of Queensland Rail, however in 2018 the project was moved to the Cross River Rail Delivery Authority, and is now one of three IMAGE CREDIT: RAILGALLERY.COM.AU

In major capital cities, transport operators are looking to get more and more out of their assets as populations grow and the demand for sustainable mobility increases. In many cases, the rail systems that have formed the backbone for public transport have been upgraded with new, modern signalling systems to bring trains closer together and increase the frequency and volume of services.

Brisbane has been no exception and is currently beginning the implementation of European Train Control System (ETCS) as part of the Cross River Rail (CRR) project. However, as Simon Cook, project director ETCS at CRR highlights, there is more than one reason why modern signalling is being rolled out.

“The interesting thing with ETCS and this project is that it is delivering a range of benefits for different people and organisations,” said Cook.

Cook lists three main goals for the system, safety, capacity and reliability, which reflect the priorities of the different agencies involved in the project.

“For Queensland Rail safety and reliability would be the top two things, for the Department of Transport and Main Roads – who is the project sponsor and has responsibility for the overall network and how to manage the patronage increases – capacity and reliability are front of mind.”

When addressing the goal of safety, the deployment of ETCS on the Brisbane network, both in the newly constructed tunnel and on the inner-city network between Northgate and

Safety, capacity, and reliability are all goals for the implementation on ETCS on the South East Queensland network.

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works packages, along with the Tunnels, Stations, and Development project and the Rail, Integration and Systems project.

According to Cook, ETCS sits alongside the two other packages, and while construction has begun on CRR, ETCS has begun its staged approach to implementation.

“Signalling is the absolute heart of the railway system and any change to that system is going to be potentially disruptive for customers, for maintenance crews who have to learn completely new equipment, and for rail traffic crew and signallers who have to learn a completely new system. You don’t take that on lightly, and the change task is probably bigger than the technology task so the way that we’re going about it is a staged approach.”

The first program of testing will be carried out on the Shorncliffe line. The line was chosen to be a test track due to its lower patronage and separation from the rest of the network. Preparations are underway to fit out Queensland Rail’s 160 and 260 series trains.

“We are finalising the preliminary design for the Shorncliffe line and starting off detailed design next month for the first fleet of trains,” said Cook.

“The idea with using the Shorncliffe line as a pilot area is that we can test our trains there along with the other technologies that we’re going to see in the tunnel at opening. Platform screen doors are another bit of equipment that will be new to the Queensland Rail network so we can either simulate or even install small sections of platform screen doors on the Shorncliffe line and check the integration with the trains and the signalling all work.”

DELIVERING FOR THE END USER Cook says that for him and his team within the Cross River Rail Delivery Authority (CRRDA), their aim is to ensure the systems that Hitachi provides fit with the Queensland network.

“For me as project director and my team, we’re fairly agnostic over the actual technology, but we’re here to deliver the right system at the right time for Queensland Rail and for the DTMR.” This has been done so far through the colocation of the CRRDA and Queensland Rail teams and operational readiness work beginning at the outset.

“Operational readiness lessons are something that we picked up from looking at other projects,” said Cook. “You can’t start too early on that. You need to really understand the whole change that’s going to come to the railway through this, so a lot of effort is on focusing on training package, design, consultation with the train crew and signallers on what the changes will mean for them, and of course looking forward to the design for the rest of the network.”

Although there are no other operational examples of automatic train operation over ETCS on passenger rail in Australia, Cook has looked to overseas project for lessons about ensuring that the CRRDA is not only looking from an engineer’s perspective but an end-user’s view of how the system will work.

“I’ve spent a bit of time learning about Thameslink in the UK, which did take a bit of settling down, but there are certainly a few really good takeaways there from an operational perspective; understanding how they worked with their train crew, the teething troubles they had and understanding how train drivers and other operational staff will really interact with the system.”

Queensland Rail have contributed to the design of human factors along the project, and will continue to take on board the views of front line staff.

“At the end of the day they’re the people that will be driving these trains and they’re the people that will be controlling the signalling, so it has to be right for them,” said Cook.

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Signalling

Bringing systems together After a year of successful operations, Alstom is embedding the knowledge and experience from Sydney Metro into the local rail industry.

IMAGE CREDIT: RAILGALLERY.COM.AU

On May 26, 2020 Australia’s first fullyautomated, driverless metro system completed its first year of operations. The service had already carried 20 million passenger trips across 105,000 services and was winning fans in its commuters for its frequency, reliability, and speed, having an overall customer satisfaction rating of 96 per cent.

Beyond the staff on the ground and the physical infrastructure itself, what was ensuring these high customer satisfaction metrics was the reliability of the innovative signalling system deployed on Sydney Metro.

For the project, Alstom supplied its Urbalis 400 Communication Based Train Control (CBTC) signalling system, which in the case of a driverless train such as Sydney Metro has a fundamental role to play in smooth operations between the train, the platforms and the control centre.

Although a first for Australia, this was not the first time that the Asia-Pacific region had

Alstom designed and delivered its Urbalis 400 CBTC system to Sydney Metro.

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seen the deployment of this system. Singapore was the first city to use a similar Alstom CBTC system, on the North East Line in 2003. One of the recent cases, however, was the extension of Hong Kong’s metro system known as the South Island Line, which shares an operator with Metro Trains Sydney (MTS) with MTR. This made for a smooth adaption of the technology to local conditions, said Pavan Devanahalli, Alstom’s project director for Sydney Metro.

“The Hong Kong South Island Line project was similar in terms of technology and architecture and the fact that with MTR as the operator, they were very familiar with the system and the technology. It really made sense for us to use that same platform.”

With the expertise for Sydney’s Metro North West Line drawn from Hong Kong, Singapore, and elsewhere Alstom set about adapting the system for the local conditions while building a base of local expertise.

As Devanahalli highlights, although the

technology is proven, making it a success in a new context produces challenges.

“When deploying CBTC in a new environment, the challenge is the system might be mature, but you’ve got to make that work in the context of the operational conditions.

The operator is new and Australia is doing this for the first time, so it was about adapting and integrating that technology.”

Alstom not only worked with the operator but also construction and civil contractors in the building of a new maintenance facility at Tallawong, the new railway from Epping to Tallawong and the retrofitting of the existing Epping to Chatswood line. Devanahalli points out that doing this while ensuring that the project was completed on time and under budget required working in parallel to optimise delivery.

“When you look at what was accomplished in the brownfield section, which was from Epping to Chatswood, that was done very quickly

SETTING A BENCHMARK FOR OPERATIONS While Sydneysiders have enjoyed the frictionless Metro North West Line, Alstom has been optimising the software behind the services to enable the growth of the system’s capacity. Being a digital system, Devanahalli highlights that the signalling team have been working with the operator to bed down the system through a series of software upgrades to enable greater efficiencies.

“What we’ve done during the course of the

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and there were significant lessons learnt in not only how to convert or upgrade to a new line but also in terms of the coordination of activities between ourselves and other contractors, including infrastructure works,” said Devanahalli, who expects these lessons to be applied and processes amplified in the conversion of the Sydenham to Bankstown section from suburban rail to metro.

In this section of the project, which will extend the Urbalis system from Chatswood, via new underground tunnels beneath the Sydney CBD and onto Sydenham and Bankstown, the existing train line will be upgraded. In this case, focusing on minimising disruption and maximising coordination for efficient access has led Alstom to hand-pick key talent to ensure the project is completed smoothly.

The CBTC signalling system is integrated into platform technology.

last year is optimise the software to meet the operational needs of MTS. We have had not only our international expertise pool available but also we have our local expertise that can react quite quickly to any new need or operational requirements.”

On the first day of operations, headways between trains were set at five minutes, however the intention was always to reduce that to four minutes once the system was in place.

“The timetable changed from five to four minutes between trains and all of that was done seamlessly. Of course, there was quite a bit of machinery moving in the back end but what that meant is that we could support the vision of Sydney Metro” said Devanahalli.

Even with all of the complexities that come with an entirely new train system, after a year the system has achieved figures of 98 per cent system reliability, and 99 per cent train availability. Devanahalli puts this down to the work of the entire array of partners who came together on the project.

GETTING THE LOCALS ON BOARD Although Alstom initially brought in its expertise from projects in Asia as well as Europe, throughout the delivery of the new driverless line the company has built up a local talent pool for the next stages of City and Southwest.

“They went through a rigorous process over two years of going through the design and commissioning, and they’ve now been deployed in the operations centre, warranty and maintenance programs so they can now experience what it means to be in

the operations and maintenance side of a project,” said Devanahalli. “The talent has been strategically groomed over the last three years and in-between the two projects they’ve been sent to Melbourne and Singapore for extending technical competencies and leadership.”

Having some of the most advanced signalling projects occurring around the world in Australia right now has created a motivation for new signalling engineers to deliver the current generation of digital signalling.

“CBTC is really about software,” said Devanahalli.

“But, on these projects, installation is key. Having a partnership and collaborative approach to delivering these projects is absolutely essential in Australia. No one person is delivering a project.”

Having built up a base of local expertise in the delivery of software-based signalling projects will enable future improvements to the system that allow for flexibility as demand shifts and changes.

Overall, Devanahalli highlights that the experience Alstom has had on Sydney Metro, as well as other projects around the globe, is that when it comes to signalling, it is not the product that is important, but the outcome that the signalling system can provide – safety, customer satisfaction, reliability and availability.

“The beauty of the CBTC system is that it’s interfacing with almost everything that happens on the railway, so there’s not a single system that it doesn’t touch – except maybe the station elevator.

“It’s really a matter of identifying the right technology and being able to interface that to CBTC. From that point forward the CBTC software does its magic.”

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Signalling

Delivering the next generation of smart signals Required to develop a unique solution for a challenging requirement, Aldridge have implemented a signal built for the future.

Across the vast majority of most train networks, most signals have the sophistication of a light bulb – the signal is either on, or off. The increasing sophistication of new lines, and their requirements to deliver more in a smaller package, has required a new kind of signal.

Sydney-based rail signalling experts, Aldridge have developed a new smart signal which can provide a much greater amount of information in a tight environment. Already in use in some of the most advanced systems in the Asia-Pacific region, David Aldridge, managing director of Aldridge, explains what makes these signals smart.

“In a conventional signal, you might have an A or B on it, and then if you need to put a C on there you can’t do it; you need to build a whole new signal. This one you can reprogram to show an A, B, C, D, or whatever, that’s the difference – their ability to be able to generate all characters.”

The new signal can decode up to 10 110VAC

selection inputs and generate a comprehensive range of alphanumeric characters and symbols on displays up to three digits wide. This solution was developed in house, as company engineer Craig Sharwood highlights.

“I can change a lot of the behaviour of the display that previously would be locked in hardware and any change would require a major change to circuit boards and documentation. Here I can just change the code that controls the signal and change an A to a B or a 1 to a 5.”

The flexibility of the signal does not end at the display, however, as it can be configured with any number of interlocking systems and has already been installed in divergent projects.

“The structure of the signal is such that I can adapt it to be compatible with whatever interface I have to connect the signal to,” said Sharwood. “it gives us some flexibility to make it talk and in whatever format that the customer would like.”

Four typical examples of how the smart signals could be configured, showing the route number and points direction.

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A PROVEN SOLUTION The smart signals were first developed to be used on two projects in Southeast Asia, the MRT Purple Line in Bangkok and the KVMRT system in Kuala Lumpur. For both systems, Aldridge had to comply with the customer’s demand for a new kind of signal.

“The customer’s challenge required our signal to display numerous character combinations using encoded 110VAC signalling over a limited umber of control lines.

Our solution enabled this customer to achieve the desired signal display functionality at lower cost, by reducing cable harness conductor count and interface overheads,” said Sharwood.

With the technology proven on these projects, when the call came for a similar signal for the Sydney Metro Northwest project, Aldridge was able to supply their solution.

“We’d already designed the product for the two other projects in Asia,” said Aldridge.

“We had the technology running and then we reproduced it here using the same technology.”

Although the core technology was the same, the signal had been improved as a result of previous versions, giving the product an edge over other solutions, said Sharwood.

“We have refined it over several iterations with other clients, so it’s given it maturity as a product. It’s not just a drawing board situation, it’s something that’s in service.”

While the product had been updated, the size of the kinetic envelope on the Sydney Metro lines presented a new obstacle for Aldridge to overcome.

“One of the challenges was the actual size that they gave us which we had to bring the product down to, to miniaturise it,” said Aldridge.

“A normal signal here in Australia, or basically anywhere in the world, is 300mm in width and these had to brought down to 270mm.”

In bringing down the size of the signal, Aldridge also developed the system to be modular, so that it could continue to fit into the diverse requirements of each future rail project.

For Sydney Metro, the signals combine a points position indicator, which indicates left, straight ahead or right, with a red horizontal bar for stop, and a separate main route indicator number. The two displays are electrically isolated, and the arrangement can be modified for the variation required.

“Every company has their own interlocking system – they’re all a little different – and then they also have different group requirements for reporting back to the controller from the signal, what happens in fail mode, and all those little parameters,” said Aldridge.

Being able to approach each project on its own terms with an applied solution that can be modified to fit has allowed Aldridge to step in on projects when other have pulled out at the last minute.

DESIGNED TO BE SAFE FOR FUTURE APPLICATIONS Currently, the signal is used as a nonvital signal on the Sydney Metro network.

Aldridge has delivered 153 signals, including 55 smart running, 26 smart shunting, and 72 buffer stop signals, across the Sydney Metro project so far. Although automated, the system requires signals for manual operations, including shunting, that must be fully operational when the Metro is running.

As part of the safety measures in the signals, the two separate indicators can be monitored independently, while also performing their own self testing in a loop configuration.

“The most recent model is a higher safety

One of 55 smart running signals that Aldridge has supplied for the north west section of the Sydney Metro.

integrity level (SIL) level than the original, so it monitors its own power supply and it monitors its outputs. It has a status output to say basically ‘I’m ok or not ok,’ so it’s not a signal that can be used for controlling, generating a stop, but it has sufficient reliability and controls built in to make it more than adequate for this non vital application,” said Sharwood.

While the current signal is not being used to convey a movement authority, the fundamentals of the system are such that further deployments could use the signal in what Sharwood terms a hybrid manner.

“The Aldridge smart signal has the potential to displace a lot of normal signals. Rather than just displaying characters in the array, on the same array it could be displaying signalling information.

“At the moment we’ve kept it separate, the smart signal is displaying digits and characters and we still have more conventional bar signals, but it’s possible with the right approach that we could have characters and arrows, bars, all sorts of different types of signalling, embedded in the display.”

THE ALDRIDGE DIFFERENCE The development of the innovative smart signal required a different set of skills than what is normally required of a signal engineer, however just as mandatory was the existing expertise Aldridge had in hardwired signals.

“We have leveraged some components that we know are good and the rail industry feels comfortable using and re-using. We’ve used a small number of components that we know

are basically the stalwarts of the industry and our product range and added the technology and added the smarts to succeed and satisfy customer requirements,” said Sharwood.

While the 5mm LED lights and other componentry may have resembled existing signals, there was a considerable amount of new thinking involved in the design.

“These signals bear almost no resemblance to any predecessor signals so in a lot of ways we had to start from scratch and basically design something completely new,” said Sharwood.

Pulling this exercise off however required belief from the top down.

“A lot of industries like rail get stuck with the things they know and the things that work over and over and suddenly that isn’t enough” said Sharwood.

“At some stage we have to go, ‘Ok, I have to make a big leap into modern technology.’

That’s what Aldridge did in this case.”

This approach is where Aldridge has been able to distinguish itself in its ability to find the right solution, with 70 years of experience and 30 within the rail industry.

“In general, we lead the customer a little bit in terms of what could possibly happen,” said Sharwood.

“They look to us to say, ‘How do we actually use this signal?’ Even down to the point of what size fuses should be used, what earthing should we have.

“Sometimes we assist the customer on their side of the fence to help them integrate into their network, and into their systems,” said Sharwood.

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Signalling

RCS Australia has the ability to work with technology vendors from outside the rail sector.

Mind the gap!

Working between rail operators and technology vendors, Rail Control Systems Australia are taking a technology neutral, functional approach to signalling.

The digitalisation of all facets of industry is a process that has been underway for decades now, and has most recently spawned the new term, Industry 4.0. Primarily concerned with the integration of cyber and physical systems, it is a term not often heard in the rail sector.

However, as digital systems open up new possibilities for rail infrastructure builders and operators, organisations are required to work with new technology.

One company making this happen in Australia is Rail Control Systems Australia (RCS Australia). As CEO Paul Hann explains, knowing both sides of the equation enables RCS Australia to translate emerging technology for the rail industry.

“We understand the authorised rail operators (AROs), we understand some of the barriers that they face, particularly from a technical perspective. Similarly, we’ve built relationships with the technology providers.

Rail is a little bit different to their normal

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market, so we bridge that gap.”

RCS Australia has experience working with legacy signalling systems around Australia and having seen the limitations of proprietary technology, the company understood that its position as a technology neutral company unaffiliated with a particular vendor could serve the rail industry.

“We understand that our clients’ needs and requirements should be driving the technology, not the other way around. That was really what was driving our move more into looking at technology solutions and how we can apply those to our clients, the AROs,” said Hann.

As both Hann and Jacquelle Coldhill, Director, Commercial and Projects, know, the core competency of railway operators are the operation and maintenance of existing signalling systems, not necessarily the design, construction, and commissioning of new technology. Having developed an

array of competencies to serve just that need, RCS Australia can use their expertise drawn from projects around Australia to guide the successful implementation of innovation in signalling.

“There can often be different challenges in understanding what the ARO actually wants.

Sometimes you have to work with them to help them understand what’s best for their railway and how the equipment or the solution can actually address their needs,” said Coldhill.

Since its formation in 2007, RCS Australia has grown to encompass signalling engineering, construction, testing and additionally, the selection and implementation of technology platforms and solutions.

“With in-house capability from feasibility and scheme development through to construction and commissioning, being able to provide technology solutions to address some of our client’s needs as part of the package was a missing piece of the puzzle,” said Hann.

LOCAL KNOWLEDGE In some instances, to address a perceived dearth of local expertise, rail projects have turned overseas to solve their signalling challenges. One issue with this approach, however, is that the unique specifications of each Australian rail system may not be immediately known, highlights Coldhill.

“Some of the challenges with using an international workforce comes down to understanding project specific competency requirements and having experience on a particular network and with the standards required by the ARO. Importantly, we understand that Australia is not a one size fits all market. Implementation of a given technology can be quite different across AROs. Through our team’s mix of local knowledge and technology expertise we aim to provides specific and appropriate solutions for our clients,” said Coldhill.

This innate understanding, combined with a technology neutral approach, leads to a customer-centric outcome.

“Local knowledge combined with a commercial off the shelf (COTS) solution means that we can genuinely drive things by requirements,” said Hann. “We’re not trying to shoehorn a technology into a project, quite the opposite. We’re trying to match a solution with the requirements of the ARO, combining local knowledge with the ability to source the right solution.”

In addition, RCS Australia are based locally, and are able to continue providing support long after the first trains are running over the new system.

RCS Australia’s solutions have been implemented on a number of major rail projects.

CEO Paul Hann and Director, Commercial and Projects Jacquelle Coldhill.

“We can provide ongoing support once a project is delivered. We’re an Australian company committed to long term relationships with our clients, so there’s considerable ongoing post commissioning support, whether it’s training, maintenance or further development and innovation,” said Hann. “Our interest is really in the growth of the Australian rail industry, we’re not here to sell widgets.”

CURRENT WORK RCS Australia’s knowledge of signalling comes from a diversity of projects around the country.

These include standalone freight networks, the integration of metropolitan and regional networks, and new, high capacity suburban lines. Currently, the team is engaged on a number of major projects, including Cross River Rail, Melbourne Metro Tunnel, and Inland Rail. While the scope of each project is quite different, as Hann points out, the approach is the same.

“As providers of safety critical systems, there’s a level of no difference, whether it’s suburban network or a freight network. But the operational requirements can be very different.

We focus on our ability to take those operating requirements of a given railway and turn that into a functional signalling scheme.”

On the Cross River Rail project, the installation of a new signalling technology has to be integrated with the existing network along the brownfield sections and where the new infrastructure links to the existing rail line.

We’re looking at new technology but in an existing network,” said Hann. “We’re not the new technology provider on Cross River, but part of our role is ensuring integration with the existing signalling system and the current methods of operation such that once this new technology is commissioned it can operate seamlessly within the legacy systems of that network.”

On the Cross River Rail project, RCS Australia have deployed their design, construct, and commissioning teams for the safe and efficient delivery of the signalling infrastructure.

“For our integrated technology and delivery engagements, we are developing functional specifications based on the operational requirements of the railway, linking that to technology, and then developing and designing that technology. We deliver it in house from design development through to factory build, deployment to site and final commissioning,” said Hann. “All of those links in the process enable us to bring efficiencies to the party because of the integrated nature of the team and common goal of everyone involved.”

In addition, as Coldhill notes, on a large, multi-stakeholder project such as Cross River Rail, bringing these services in house enables a smoother project management process.

“You’re not managing subcontractors, you’re not challenged with technology or commercial interfaces, you’re not facing so many hurdles and, as a result, there is less delivery risk for our clients.”

Not being focussed on one particular technology, while being part of a multidisciplinary team allows for RCS Australia to take a ‘best for the project’ approach. This requires knowing the requirements of both technology vendors and rail operators.

“COTS vendors are a third-party supplier but they’re a key element to the success of the project in terms of product support.

That’s where we focus on being able to translate what they’re doing into rail and present that to projects in a way they understand and that they can see mitigates risk and satisfies their overall requirements,” said Hann. “With the knowledge and expertise of our the team at RCS Australia, we are able to bridge that gap.”

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Signalling

Building the base for future projects Dealing with rapid population growth has led to Melbourne upgrading the signalling system on two of its most congested lines. Rail Systems Alliance is ensuring the benefits are felt for years to come.

Over the past 10 years, the story of Australia’s cities has been rewritten. While Sydney had been dominant for the previous century, no account of the urbanisation of Australia in the second decade of the 21st century could ignore the rapid growth of Melbourne.

The relative growth of Melbourne is most clearly illustrated by the fact that Melbourne adds a Darwin-worth of population each year, overtaking Sydney in population size by 2026.

Much of this growth has been concentrated in two areas, the west and the south-east of Melbourne and the rail lines that serve these expanding areas are reaching capacity.

This has necessitated Victoria’s Big Build, the largest infrastructure building programme in the state’s history, of which rail plays a major part, highlights David Ness, package director, Rail Systems, Rail Projects Victoria.

“There’s a number of initiatives underway to help alleviate that population growth, one is the introduction of larger trains that can carry more passengers, and then the second part is the provision of High Capacity Signalling (HCS) on the corridor that lets us run more trains, more often.

“What ties all of that together is the Metro Tunnel project that connects those two corridors, Dandenong in the south-east and Sunshine/Sunbury in the west, and allows us to untangle the existing rail network.

It’s a combination of things but HCS is the centre point, allowing you to operate more efficiently on the corridor.”

The HCS project, now in its testing phase, is being delivered by Rail Systems Alliance, a partnership between Bombardier Transportation, CPB Contractors, and Metro Trains Melbourne. The project will introduce Communications-Based Train Control (CBTC) technology, the BOMBARDIER CITYFLO 650 rail control solution, on both the Sunbury and Cranbourne/Pakenham lines as well as in the newly built Metro Tunnel, creating a new endto-end rail line from Sunbury to Cranbourne and Pakenham. The two existing lines are some of the most complex in the Melbourne network, not only serving commuter trains,

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Trials are underway on the Mernda line.

but regional passenger lines and freight services, requiring a mixed-mode solution, said Tim Hunter, alliance manager, Rail Systems Alliance, Metro Tunnel Project.

“What is unique about Melbourne is the fact that we’re upgrading existing lines, on brownfield sites, as well as the greenfield site in the tunnel. That means that we can continue running the existing trains on the existing lines at the same time as we do the upgrades. As the vehicles become fitted with the CBTC technology then they can run either in the conventional signalling or CBTC mode.

The beauty of it is that it’s a mixed mode solution for the existing lines.”

The introduction of moving block rather than fixed block signalling will enable a step change in capacity, even under mixed conditions.

“We’re expecting to open with around 18 trains per hour when we will still have a mixture of CBTC trains and regional and freight trains,” said Ness. “But, as time progresses, the system itself has a capacity of 24 trains per hour. That means it actually has a higher capacity to recover from disruptions

that may occur, and the Metro Tunnel will be capable of 24 trains per hour.”

ENSURING EFFECTIVE IMPLEMENTATION Getting to this targeted level of capacity on the first introduction of CBTC technology on an existing rail line in Australia has required a collaborative approach, facilitated by the nature of the Rail Systems Alliance.

“We went through a pretty extensive, year-long competitive alliance tender process,” said Ness. During the process, Rail Projects Victoria looked at the system’s capabilities, the ability to minimise disruption during integration, and did site visits to other HCS projects internationally.

“On a balanced score card of value for money, being able to address our technical requirements, being able to address mixed mode, being able to work within an alliance framework – which is intrinsic to the way we’re approaching the job – Bombardier Transportation, CPB Contractors and Metro Trains Melbourne were the successful tenderers,” said Ness.

Taking an alliance approach to project

delivery allowed for the project to effectively interact with the many other stakeholders involved. While the technology promises to increase capacity and relieve the strain on Melbourne’s rail network, its success depends upon all elements of the wider project working together.

“We have the technology challenge, in that what we’re introducing into the system is new, but that change is not just operational, it affects the entire way in which the network is run,” said Ness.

The introduction of HCS in Melbourne requires the project to interact with a variety of stakeholders, including the rest of the Melbourne rail network, the other consortiums on the Metro Tunnel Project, and the procurement of larger trains, which is being delivered in parallel.

“The alliancing model provides the most flexibility to adapt and move while maintaining your focus on that end game,” said Ness. “It’s very difficult to do a project like this with just a fixed scope, fixed dates, fixed price, fixed everything. Having a target price that you can adapt and working together with the client has been proven to be the best model.”

In practice, this has enabled a regime of extensive testing for the technology on the rail line. On the Mernda Line wayside equipment has been installed and two existing X’Trapolis trains have been fitted with the Bombardier CBTC equipment.

Dynamic testing is now underway. The project has also involved the operator, Metro Trains Melbourne, to prepare the end user – the drivers and operators of Melbourne’s trains, as Hunter outlines.

“We’re setting up additional labs so we can test the train management system for

the new trains alongside HCS. We are also taking the equipment and systems that have been implemented inside the tunnel and then testing that with our systems in the lab, so that when we go to implement on site we will have done as much testing as we can offsite. This will make implementation testing and fault finding a lot smoother.”

The hands-on approach to testing enables the end users (for example, train drivers) to become “super users” as the design develops and the new technology is introduced as part of the project.

“We have user working groups within Metro Trains Melbourne to facilitate operational and maintenance input,” said Hunter. “We’ve done a lot of on-site training, we’ve taken them to Bombardier’s CBTC facilities in Bangkok, Madrid and Pittsburgh and shown them what has been done on other projects, and how the technology works. This collaboration is critical to successfully implement HCS on this project.”

Hunter explains that each piece of equipment that drivers or operators use goes through an extensive human-centred design process, with safety front of mind.

“It’s a tremendous amount of work but I’ve learnt from other projects that it’s essential because in the end we want the people who will be using the technology to really feel as though they own it.”

One example where this has occurred is in the design and purchasing of the desks that will be used at operations centres in Sunshine and Dandenong.

“We’ve got the actual desk that we’re proposing to use in the control centres in our office in Bourke Street and we invite people from Metro Trains Melbourne to come and look at, sit at, use, and test it.”

The nature of the alliance has allowed for effective implementation.

PREPARING FOR THE FUTURE OF HCS While signalling upgrades on two of Melbourne’s busiest lines will have an immediate benefit for commuters, Rail Systems Alliance has also been aware of the need to ensure that investment in the project benefits the wider rail industry. While experiencing unprecedented investment, the rail industry is looking at a looming skills crisis. As one of the first rollouts of CBTC technology, the HCS project aims to train the next generation of signalling engineers.

“We’ve got roughly 35 cadets coming through the project,” said Hunter. “We’re working closely with the Victorian government and the Local Jobs First – Major Project Skills Guarantee but it’s important that we’re building a base for future projects.”

While signalling projects such as HCS have needed to hire talent internationally, Hunter hopes that this won’t continue to be the case.

“We’ve had to bring a lot of people in from overseas – including myself – who have done these kinds of projects around the world but that’s not a sustainable model.

What you actually want is a strong, capable, local team, so that’s what we’re setting out to do. We’ve got cadets working on signalling design, onboard equipment, the control systems, the communications systems, the radio systems, systems engineering, and systems safety assurance.”

Having such a major project occurring in Melbourne has a drawcard for attracting the next generation of engineers to rail.

“As soon as they join, I sit down with them and talk about the project and how exciting engineering is on these kinds of projects.”

“University is a good starting place for technical knowledge, but to have the opportunity to work on a project of this size and this complexity on their doorstep is too good to miss,” said Hunter.

While there’s no concrete plan to roll out HCS beyond the existing project scope at this stage, efficiencies of already implementing the technology mean that any future upgrades would be even smoother.

With a competent and experienced local workforce, and upgrades in place on two of Melbourne’s most complex lines, Melbourne would be well-placed to extend HCS over the rest of the existing rail network said Ness.

“Our focus right now is to successfully deliver HCS on the Sunbury and Cranbourne/ Pakenham corridor. However, if you look at Melbourne’s growth, and some of the pressures on the rail network, HCS may be one future option to get the most out of the existing infrastructure,” said Ness.

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Major Projects

Funding is being directed towards regional track improvements.

Taking time While governments are recalibrating their infrastructure pipeline, Peter Gill of DCWC argues that this presents an opportunity to get the build right.

In the morning before Rail Express speaks with Peter Gill, director for Infrastructure at Donald Cant Watts Corke (DCWC), Victorian Premier Daniel Andrews has just announced a $2.7 billion building blitz, including $328 million for transport infrastructure.

The funding is designed to get Victorians back into work following the coronavirus (COVID-19) pandemic and associated lockdown. However, the package has a different flavour to the state’s so-called Big Build, where billions were allocated to major infrastructure packages. Instead, the funding has been directed towards renewal of sleepers on regional rail lines, tram and train maintenance, and local pier upgrades. In his announcement, Andrews flagged that further announcements would similarly focus on smaller projects that get people into work.

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The shift from major infrastructure projects to smaller, distributed works programmes is one that Gill has been watching closely since earlier in 2020.

“There have been a lot of natural disasters, and the result of that is that governments have had to implement smaller infrastructure projects to accommodate the repair of the damage the disasters have caused,” said Gill.

“With COVID, the economy has been hit really badly and the primary area for repairing the economy and getting us out of it will be in infrastructure projects.”

Prior to 2020, Andrews and his counterparts in other states had been in the habit of announcing major rail infrastructure programs, delivered by standalone authorities and with budget sizes running to 10 figures and beyond. With the dual shock of

the bushfires and COVID-19, Gill see the market shifting somewhat.

“We believe that the government will have to deliver smaller infrastructure projects, not the major ones of 5, 6, or 10 billion dollars, but a lot more smaller infrastructure projects to help the economy, help the tier-2, tier-3 contractors, the subcontract market, the builders, and all of those associated with infrastructure to get this economy out of its current scenario.”

THE ISSUES WITH THE PREVIOUS APPROACH Gill has been warning government and project authorities for years that the way that they had been approaching cost planning assurance and project management was leading to cost blow-outs and a lack of

IMPLEMENTING THE SMALL PROJECT PIPELINE Gill cautions, however, that the major infrastructure projects should not be forgotten about just yet.

“The great thing is we take the lessons learnt from the big projects and apply them to the small projects. We don’t need as much time, so we can put the effort into and provide greater assurance.”

Another benefit of the new project pipeline is the lack of any need for extra labour or expertise from overseas. The relative complexity of the smaller projects can absorb those who are out of work or moving from one job to the next.

“We have enough resources in the country at the moment to accommodate these big projects,” said Gill. “We have a unique situation where some projects are on hold at the moment and there are tunnel boring machine experts, for example, that can be used on other projects. There are tradesmen from those projects and there are blue collar and professional workers that can be moved to another.”

In addition, as has been shown in the projects that have continued throughout the pandemic, infrastructure building works can continue with effective social distancing and not lead to outbreaks of infection.

While some extra hygiene measures have been put in place, these issues are not insurmountable, said Gill.

“The designers, quantity surveyors, and planners can work from home, they can use platforms to continue those meetings, discuss with clients, and continue that work. What is going to be a challenge is the skilled and IMAGE CREDIT: RAILGALLERY.COM.AU

trust in the infrastructure sector. With a turn to a smaller, more distributed program of works, Gill sees governments as having the opportunity to get things right again.

“The larger projects have much more risk in them, and they take a lot longer to establish the requirements for those projects, and this is where governments are making mistakes. On the major high-risk, high-value infrastructure projects, they have been political footballs in the past and they’re rushing them through the system, not doing the proper geotechnical, site, and community investigation and not getting the price right.”

Instead of going through the proper process, contingency percentages have been added to the project’s cost to make up for gaps that were missed in project scope or planning, said Gill.

“To accommodate the lack of information that they’ve got, they’re adding a percentage for contingency. Risk is not for missed scope and bad planning, or bad pricing for that matter, risk is to give you more certainty around what you already know. Missing scope or missing pricing are the two areas that they are getting wrong.”

By approving and funding smaller projects, planners have fewer unknowns and there is more chance to get those who have been most affected by the crisis to benefit.

“By getting smaller projects you get much more certainty in the project outcomes because it doesn’t take as long to do those investigations that you require for the major infrastructure projects,” said Gill. “With smaller projects and smaller requirements, you can put more time into it and get greater certainty on scope, budget, and time.

Peter Gill says that now infrastructure builders have the chance to get the basics right.

trade labourers on site, where they’ll have to have more space requirements for break out spaces, their lunch rooms, cleanliness, hygiene. All of those issues will have to be worked through.”

GOING BACK TO BASICS While the challenges in delivering a distributed works program may be different from a major infrastructure pipeline, Gill notes that there is an opportunity for lessons to be learnt. As governments look for projects with value for money, providing a comprehensive understand of a projects’ costs and risks is critical. DCWC has found bringing together design and cost engineering as one way to provide certainty.

“We wrote a paper last year on integrated quantity surveying teams, where we bring together engineers, planners, schedulers, and project managers, and if we use those integrated teams, we can get greater certainty in project outcomes and costs,” said Gill.

Although the purpose may be just as much about getting people into jobs as it is about “congestion busting”, projects still need to be delivered by a competent, knowledgeable team, preferably with local expertise.

“These projects need to be project managed – designed and scheduled properly – and we need professionals that understand the location of these projects, who understand the ground conditions and the risks associated with building in those areas,” said Gill. “Bring those people into the team to give the best possible advice for those major infrastructure projects, as one company cannot do it on their own, it has to be an integrated team approach. If we have to go externally to find the right people we will do so.”

As attention turns to what is needed to get the economy back up and running now, governments have a little more breathing room on the larger projects which were planned for pre-COVID-19 levels of congestion and patronage. If travel patterns take a bit of time to return to those levels, this means those projects can be looked at comprehensively.

“The government has an advantage here to take the time to really look at the requirements of those major infrastructure projects like the Suburban Rail Loop, the Melbourne Airport Rail Link and stage 2 of the Melbourne Metro,” said Gill. “Stop rushing these big projects, take the time to get the requirements right, use this pandemic as an opportunity to let smaller projects get people back to work.”

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Operations & Maintenance

The digital pandemic COVID-19 has upended many aspects of rail transport, however there are aspects of the disruption that provide an opportunity for digital transformation.

By March 23, the coronavirus (COVID-19) pandemic had hit New Zealand.

Already, the country had closed its borders to anyone who was not a New Zealand citizen or permanent resident and those who could return had to isolate for two weeks. But in late March, the way that New Zealanders would get around their cities decidedly changed.

On March 25, Prime Minister Jacinda

Ardern announced the country had moved to alert level four. This meant that New Zealanders could not leave their homes unless for essential services and in Auckland, the public transport network reduced to weekend level services.

Callum McLeod, who is in charge of Auckland Transport’s web presence, mobile app and journey planner, could see that there were still passengers making use

of the network.

“There were still Aucklanders that needed to travel for essential purposes, be that workers in health care, people travelling to the doctor or the pharmacy, or even just getting their groceries in areas that had limited other options for transportation.

We knew that these customers were wondering, ‘How do I travel and get to where I need to go while still being safe?’”

In response to COVID-19, Auckland Transport rolled out capacity indicators on their mobile app in a week.

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Thales is working on a suite of measures that are designed to help operators overcome the disruptions of COVID-19.

Physical distancing measures applied by that point required people to keep a distance of at least two metres between themselves and others, and this applied to public transport as well. McLeod understood that passengers wanted to know whether there was enough room on the buses, trains, and ferries that were still operating before they got on. Luckily, McLeod and his team had a solution.

“We had bus occupancy information available internally, as an operational tool, for about the last year or so, and we’d been using that to manage patronage and understand where certain routes might be getting a little busy.”

Up until then, however, that information was not available to passengers. Seeing how critical this information was, the team of software developers at Auckland Transport got to work.

“We’d been doing some design exploration, but we hadn’t intended to launch it as quickly as we did. Given the situation we pulled the team together and over the course of about a week implemented the capability to display occupancy data that from our real time streams and then present that in a way to the customer that made sense,” said McLeod.

While the Auckland Transport app had previously categorised capacity in terms of many seats, few seats, and standing room only, this needed to change for the COVID-19 reality, said McLeod.

“In the context of COVID-19, this function became even more important and it became less about needing a seat and more, ‘Can I travel while keeping enough distance between myself and others?’”

The system, initially rolled out for buses, was based upon passengers tagging on and off with their Hop travel cards. Every nine seconds, that information is transmitted back to Auckland Transport, along with the bus’s location, determined by GPS. With the system up and running for buses, the time came for it to be deployed for trains as well, however a different method of collecting data had to be used.

“With our trains the tag on, tag off point is at the station level, it’s not on the train itself, so we weren’t able to use that information.

But what we do have on our trains is automatic passenger counters in each of the doors and we’ve been using that historically for boarding and unboarding patronage,” said McLeod.

Similar to the deployment of the bus information in the AT App, a development cycle that was expected to take many months was compressed down to a week.

“We worked with CAF, who build and maintain our trains, to build and install that software update across all of the train units over the course of a week. Then we used the same model on the backend to turn that boarding and off counts into the appropriate category – empty, few seats available – and that fed in automatically to AT Mobile.”

With the programming now in place, Auckland Transport have updated display boards at stations and stops and expect the solution to be one of a number of permanent upgrades to service delivery.

A DIGITAL SANDBOX While transport authorities the world over have had to make rapid responses to the COVID-19 pandemic, and associated

lockdown and distancing measures, it has also been an opportunity for experiments. In particular, as Elias Barakat, general manager, ground transportation systems at Thales outlines, operators are looking for ways to get passengers safely back on public transportation systems.

“As the restrictions are eased off slowly, operators need to be putting measures in place to actually try and reduce the risk of COVID-19 transmissions.”

Barakat highlights that data will be a key resource for operators.

“The data that they need to manage patronage and provide a safe transport environment are things like crowding on trains, crowding on platforms, adherence to distancing rules and hygiene requirements.”

Just as important as the data itself, however, is how it can be used to manage the perceptions that commuters will have of how safe the service is.

Being able to source data from multiple different points is also important. Sources of this data include ticketing gates and CCTV systems.

“When passengers arrive at a station and they find overcrowding, they’re not going to feel safe and they’re going to avoid using public transport,” said Barakat. “Passenger crowding and passenger flow analytics are becoming more important in terms of the data that public transport authorities need to gather and use to try and control crowding on platforms and trains.”

“We have had positive reviews and social posts. One of them was ‘The latest feature on how full the bus is helps me with physical distancing. Thank you, AT.’ Another was, ‘Finally Auckland Transport added capacity checking for their buses. No more waiting at the stop only to have a full bus pass you by.’”

Already public transport operators in Australasia are having to deal with patronage levels that are at the upper end of what is permissible under physical distancing regimes. Using data to enable customers to make choices about when to travel is one area that McLeod is looking to explore.

“We’ve been looking at how we can use the occupancy information in broad ways.

We are trying to work out how we do it at an agency level or route level, and show the occupancy levels across the day, particularly in our peak service periods. If we can break that down into 15 minute buckets and show that before 6.30am there’s plenty of room, it starts to ramp up and then ramp back down after the peak, that can help people make decisions about when they can travel,

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Operations & Maintenance

and allow them to shift their behaviours to maintain their safe distance.”

In other contexts where the wearing of masks is mandatory on public transport, Thales has deployed its facial recognition technology using CCTV feeds.

“We have systems that perfom data analytics to do facial recognition and detect whether some people are not wearing mask and highlight that to the operator in the operations control centre. Thales has solutions where we can do video analytics to measure the separation between crowds on the platforms and similarly on the trains themselves, to make sure that people are not sitting in seats next to each other and not standing next to each other in breach of social distancing rules” said Barakat.

These data feeds can then be configured to trigger an automated response.

“As soon as a facial recognition algorithm does the facial analysis and they discover someone is not wearing a mask, that would come up as an alarm in the control centre and you can automatically contact that person through an automated warning communicated via the PA system,” said Barakat.

Barakat highlights that as much as these technologies enforce physical distancing at an individual level, the deployment of such technologies can assure other passengers that the service is safe.

DATA DEPLOYMENT IN OPERATIONS AND MANUFACTURING Just as important as keeping passengers safe is ensuring that the public transport workforce is safe as well. Reducing the number of hours on site via predictive intelligent asset management and maintenance can reduce the risk of staff infections and subsequent disruptions to the workforce. One tool that is enabling operators as well as equipment manufacturers to be able to flexibly respond to these requirements are virtual twins.

Prashanth Mysore global strategic business development and industry marketing director at Dassault Systèmes, highlights how virtual twins are being adopted.

“We’re seeing a surge in an adoption of technologies such as virtual twin experience to automate factories and operations, so they can be more flexible and agile.”

With much of the workforce encouraged to continue working from home, cloud-based platforms are providing businesses continuity.

“Virtual twin experience provides a way to interact, collaborate, and control the real-world operation while remotely working,” said Mysore.

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Dassault Systèmes SIMULIA technology shows how particles are distributed during a simulation of a sneeze in order to design and create better personal protection equipment.

“Virtual twin experience provides a way to interact, collaborate, and control the realworld operation while remotely working.”

Prashanth Mysore, Dassault Systèmes In product design, digital twins can be used to recalibrate designs to accommodate physical distancing measures, while also virtually testing the spread of diseases within confined environments such as a rail carriage.

“There is an increasing adoption of simulations of design for safety, for example railcoach designs and cabin designs are using this widest propagation simulation technology to better design for safety,” said Mysore.

Working with a model-based design on a virtual platform can allow for the rapid altering of existing products.

“Model-based design will really give a lot of flexibility in implementing concepts such as scientific simulation models that really helps with adopting those safety principles,” said Mysore.

UPDATING DIGITAL TRANSFORMATION While it is too early to definitively state what aspects of our lives have been permanently changed by the COVID-19 pandemic, Barakat sees a shift in how willing passengers may be to have their movements captured as data, and how disposed operators will be to apply the collected data.

“What we are finding now with COVID-19 is that, because it’s about the personal safety of each passenger, including their own, commuters seem to be more accepting of CCTV data being captured and analysed to detect safety breaches,” he said.

One area where passenger data could be used more, highlighted Mysore, is in workforce planning and schedule optimisation.

“For the transportation sector more frequent workforce planning is needed in order to have your business continue amid the developing norms of social distancing and minimal workforce availability. Platforms have the capability to focus on scheduling agility. To accommodate disruptions, you need to have workforce planning agility and the scheduling agility, both on the production side and the operations side.”

In order to reduce crowding at the station and on carriages, Barakat foresees an appetite for more integrated transport management.

“What could be improved is interconnectivity between multimodal transport and ensuring that the timetables are coherent so that when a ferry or a bus arrives at a hub there’s a train ready within a few minutes so that you reduce the dwell time of the passengers.

With reduced patronage during this period, operators need to maintain a reasonable level of train and public transport operations, so by having an intelligence train management system you can have time table management in real time to deal with passenger flow unpredictability as commuters stagger their working hours and balance work from home and work from the office.”

S E P T E M B E R SPECIAL FEATURE

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CONTACT OLIVER PROBERT

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

In the September edition of Rail Express, we will be publishing a special feature on rail cyber security.

This feature will bring together some of the most significant voices in the rail cyber security arena, and look at how rail and infrastructure managers are responding to these threats.

The issue of cyber security has become increasingly important as rail moves into its digital age. Rail infrastructure around the globe has not been immune to targeted cyber attacks, leading to operators responding by increasing their security and preparedness. Rail often sits in a unique position, due to its vulnerability because of distributed assets and a mix of new and legacy systems as well as the potential for disruption as passengers and supply chains rely upon the consistent operation of rail networks.

As rail operators adopt increasingly safety critical digital systems, there is a push for these systems to be cybersafe by design, to respond quickly, recover, and continue business operations as soon as possible.

In the September edition of Rail Express, we will be showcasing those products and service providers that are leading the way in cyber security.

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 I A’ S L E A D IN G B US INESS TO B U SINESS RAIL PU B LICATI ON

Operations & Maintenance

The LOK E is a fully electric rail vehicle placer.

Electric shunting vehicles cut noise, emissions Working with Sydney Trains, Freightquip has provided a solution that is low noise and zero emissions.

When Sydney Trains was looking to replace two shunting vehicles, in use at the Hornsby and Mortdale depots, it needed a solution that was low noise, low emission and had the ability to complete the same shunting task as previously. To fulfil this requirement, the transport agency turned to local freight handling equipment supplier Freightquip.

Neil McDonell, general manager rail at Freightquip, said that after winning a competitive tender process, Freightquip worked with Sydney Trains to get the right fit.

“The relationship started with developing the specification for the machine, so we spent a lot of time with Sydney Trains, after the tender process, refining the specification and from there developing that into a technical specification that went into the contract that we went

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and built,” said McDonell.

Sydney Trains had a number of requirements that Freightquip had to fulfil, the first being able to move trains weighing many tonnes.

“The big thing for them is having a machine that could achieve the shunting task, but then also having very low noise emissions because of the locations of the depots,” said McDonell.

Both the Hornsby and Mortdale depots are located in residential areas and are surrounded by houses. This required Sydney Trains to minimise any emissions, both noise and exhaust.

“They’re surrounded by residents, so they have very stringent guidelines imposed on them that they have to meet. It was a mammoth effort to be able to give them

something that achieved those levels of emissions,” said McDonell.

The solution that McDonell and Freightquip turned to was the Zephir LOK E, a fully electric rail vehicle placer.

“Zephir produce the largest electric shunter in the world and we as the Australian agents are able to offer that,” said McDonell.

The LOK E is an evolution of Zephir’s range of rail towing vehicles. Founded in the late 1960s, the company has been an early innovator in designing equipment that can complete the same task with zero emissions.

“Twenty years ago, Zephir started making small electric shunt vehicles, then as the need and demand rose from customers who wanted electric, zero emissions, and the low noise vehicles, but couldn’t sacrifice the towing capability of the machine that led

Being located in metropolitan areas meant that the lack of noise was a key consideration.

then the next evolution,” said McDonell.

“Starting with the smallest model, Zephir then grew the technology and grew their understanding so that now, the largest diesel machine they produce, they can also produce as an electric machine.”

While the new electric vehicle would have no exhaust emissions, Freightquip still had to meet Sydney Trains’ noise requirement of 45 decibels or less, seven metres in front of the machine, which was below what was standard for the LOK E. Here, Freightquip drew on past experience to come up with the solution in partnership with Zephir.

“We had done work previously with a

diesel machine in a similar but different environment, where we had to reduce the noise levels of the diesel machine,” said McDonell. “We were able to take that knowledge and apply it to an electric machine, which comes with very low noise emissions anyway but still has things like hydraulic pumps and compressors that we had to factor in.”

To insulate the noise of the onboard pumps and compressors, Freightquip adapted the existing insulation while changing the concept design to direct the noise. The rear grill was also replaced to reduce the noise levels.

This particular design process was the

The LINE KUBO train shunting vehicle in transit.

outcome of consultation that Freightquip conducted with Sydney Trains and the staff onsite.

“We spent a lot of time with the client, understanding what the end user needs, those who are actually going to operate it in the depots. We had meetings with the depot personnel themselves and they were part of the then final specification and options selection process,” said McDonell.

Beyond the noise requirements, Freightquip also designed the stabling sites for the rail vehicle placers and identified and overcame and track infrastructure issues. These were done early on so that any concerns were resolved prior to the vehicles coming on site.

In addition, the product design was altered to ensure that the vehicle met Australian specifications for safety and compliance.

With the vehicles now installed, Freightquip will provide ongoing support.

“We supply all the technical support,” said McDonell. “We do the full lifecycle support from scheduled servicing on these machines in accordance with the manufacturer’s service schedules, we support these machines with parts, right through to the end of the lifecycle of the machine.”

With the innovation that Zephir has conducted to provide the machines, the electric versions of each of the models are cost competitive with the diesel version.

Reduced lifecycle cost from a 70 per cent reduction in moving parts and simpler maintenance, in addition to the reduced cost of powering the vehicle, have made the electric versions the product of choice.

Freightquip have also been called upon to provide electric shunting equipment in other projects around NSW. The company has most recently received a train shunting vehicle which will operate at the New Intercity Fleet Maintenance Facility at Kangy Angy, on the NSW Central Coast. Here, the fleet of 554 carriages will undergo maintenance and servicing, assisted by the Zephir KUBO train shunting vehicle.

The Zephir KUBO train shunting vehicle is particularly designed for use in railway workshops and depots. The vehicle’s flexibility, low capital and running costs, safe operation, zero gas emissions and low noise level made it particularly suited to the facility. The 5500E model has a draw bar pull of 55 kilonewtons and a maximum towing capacity of 1100 tonnes.

In this instance, Freightquip has worked with maintenance provider UGL to deliver the train shunting vehicle. At the maintenance facility, the Zephir KUBO will be utilised to feed the new intercity fleet rollingstock onto the underfloor wheel lathe.

The economic combination of low noise and low emissions made the Zephir KUBO the vehicle of choice.

WWW.RAILEXPRESS.COM.AU | 49

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

The road to 100

Wendy McMillan retraces the milestones in Bombardier’s delivery of Melbourne’s E class tram fleet - SEE PAGE 28

Signalling special feature

Time for a rethink on infrastructure

Shunting vehicle meets challenging requirements

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Safety & Assurance

RISSB’s track worker safety focus RISSB is launching a program focusing on the safety of frontline track workers across Australia.

The program of work focusing on frontline track workers follows extensive consultation with industry leaders, including those who attended a track worker safety forum in December 2019.

These consultations demonstrated consistent agreement that track worker safety is a significant industry priority.

RISSB’s Australian Rail Risk Model (ARRM www.arrm.org.au) makes it very clear that track worker safety is a major issue for the rail industry. ARRM quantifies the risk of harm, and while the railway is generally very safe, it shows that the risk to our people makes up around 26 per cent of the risk that is present. ARRM further shows that risk breaks down broadly as indicated in the chart.

Industry, including CEOs and COOs, understands this, and RISSB has responded by developing a comprehensive program building on work already completed or underway on track worker safety. Informed by consultations with industry and insights from ARRM, the program spans work packages across five key areas.

1. TECHNOLOGY • RISSB is joining forces with ONRSR and ACRI to undertake research into current and emerging technological solutions. Our industry has tried administrative controls over the past few decades, now let’s push towards better use of engineering controls.

This will lead to work to help the railway assess and adopt potential solutions.

2. PLANNING WORKS • RISSB will develop guidance material for planning works in the rail corridor.

As an industry we have a long history of planning and executing works, and yet problems or changes to the plan are regular contributing factors in occurrences.

• Digital Engineering (DE) – we have written a Code of Practice on DE, this year we will explore the development of a Standard to enable this technology for more efficient, lower cost, and safer planning of works.

3. SKILLS / COMPETENCIES • RISSB is working with industry to introduce the National Track Safety

The y-axis in this diagram measures risk, in fatalities and weighted injuries per year.

Main contributors to track worker safety risk 1.2

1.0

0.8

0.6

0.4

0.2

0

Hit by train

Slips, trips, or falls

Maintenance vehicle collision

Induction (NTSI) Course in mid-2020.

The NTSI course will deliver competency in TLIF2080 (Safely Accessing the Rail Corridor). The NTSI has been developed to make it easier for employees to move and work across jurisdictions, and for employers to ensure staff meet national training requirements.

• Protection Officers have a hard role, often in difficult circumstances. We will explore with industry how we can strengthen the safety benefit this critical function brings.

A high-quality, national Protection Officer training course will deliver value.

4. SAFETY CRITICAL COMMUNICATIONS • In 2019, RISSB published the National Rules Framework. We have now brought industry together to produce a streamlined, contemporary national rule around communications – another regular contributing factor in occurrences. This work, carried out under the auspices of the National Rules Industry Reference Group will seek to produce a detailed rule that all rail companies can adopt, making it the industry benchmark. We will work with the rail industry to identify and develop other areas once the communications test case has proven itself.

• The communications rule work will dovetail with RISSB’s existing Safety Critical Communications training package and complement RISSB’s existing Safety Critical Communications Guideline.

• During 2020, RISSB will write a Standard for Safety Critical Communications.

Maintenance vehicle derailment

Train collision with worker in yard

5. CULTURE • We will produce guidance for achieving a positive safety culture in the rail corridor.

Our people on the front line must have control over safety aspects of the work that they’re doing, and they must be empowered to make decisions about it.

• RISSB will soon be launching its safety culture survey - the Occupational Culture Work Health and Safety (OcWHaS) survey and will make it available to industry.

These initiatives will build on work RISSB has undertaken on track worker safety including: • Publishing AS 7479 Collision Avoidance and Proximity Warning on Track Maintenance Vehicles Including Road Rail Vehicles.

• The development of a Safety Critical Communications course for industry and specific RTOs. • A focus on track worker safety in conferences and forums.

RISSB will progress this new program of work, in conjunction with industry groups, to take input and advice learning from international railways.

Contributing industry groups include: • The National Track Worker Safety Forum; • The Safety Managers Group; • The Safety Standing Committee; • The National Rules Industry Reference Group; and • The Human Factors Managers Group.

Anyone interested in being involved can contact Jesse Baker, RISSB general manager safety and innovation at: jbaker@rissb.com.au.

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Industry Associations

Get policy settings right and rail will help lead recovery In the aftermath of COVID-19, there is a huge opportunity for the rail industry to support Australasia’s rebound, writes Caroline Wilkie, CEO of the ARA. As COVID-19 struck, many industries wound down as travel restrictions and social distancing measures started to bite.

The much-discussed hibernation was a necessary reality for many, but for the rail industry the essential work of keeping our communities connected and economy moving ploughed on.

Public transport operators kept the trains running on time, and in many cases maintained their normal schedules to ensure those who needed to travel could maintain

social distancing requirements.

The added work of additional cleaning and maintenance to keep their customers COVID safe was quickly implemented and continues as we return to a more normal way of life.

Throughout all the changes we’ve seen since this crisis began, dedicated teams that support the safe operation of our train network have been a saving grace for those that still needed to get to work, to care for family or simply buy essential supplies.

The outstanding efforts of the rail industry in difficult times has been of great benefit to the community and we thank the many people who have gone above and beyond in their roles to meet the challenges of this time.

Rail freight kept supply chains moving as travel restrictions took effect.

52 | ISSUE 6 - JULY 2020 | RAIL EXPRESS

The rail freight industry also became an important part of keeping supply chains open as international borders closed.

The big swings in demand for household basics like toilet paper called for fast and reliable delivery to replenish supermarket shelves, and Australia’s freight operators helped meet that challenge throughout the worst of the pandemic.

Meanwhile, the suppliers that maintain and operate the industry’s rollingstock, track and technology kept the network operating smoothly by continuing their essential work.

The outstanding efforts of the rail industry in difficult times has been of great benefit to the community and we thank the many people who have gone above and beyond in their roles to meet the challenges of this time.

But as the industry kept on moving, rail suppliers, contractors and freight operators were still feeling the impact of COVID-19.

A recent Australasian Railway Association (ARA) survey of 58 of its members found constraints on international shipments and

Nationally consistent approaches will improve investment in rail.

falling customer spending were the biggest challenges they were experiencing in the face of the pandemic.

Concerned about the financial impact on their business, they worried the pipeline of government projects would slow – and some had already seen evidence of just that.

About half had deferred investments, putting workplace expansions and capital expenditure on hold as they repositioned their businesses to get through these unprecedented times.

But the industry showed its commitment to the long term, with only a relatively small number of respondents taking the tough decision to stand down staff or roll out redundancies.

Despite the challenges, the survey respondents were already planning for recovery and preparing their businesses for the growth that will eventually come.

Our members told us maintaining the current project pipeline was the single most important thing governments could do, followed by funding stimulus projects.

Our members told us maintaining the current project pipeline was the single most important thing governments could do, followed by funding stimulus projects.

The ARA has acted on this feedback and has been engaging with federal and state governments on potential stimulus projects to support the rail industry.

ARA members also called for improved local content policies and procurement processes as more and more businesses considered a shift to using more local suppliers.

In fact, a staggering three quarters of those looking to make changes to their supply chain said they would seek more suppliers in Australia or their home state.

This is a huge opportunity for the rail industry and for Australian jobs.

The ARA’s tendering framework, released in May, supports the need for a nationally consistent procurement approach.

Making such a change was already considered vitally important before COVID-19, but now, taking that step could help the industry realise its ambition to support even more local content.

Strong local content policies and more uniform national standards would give suppliers the economies of scale they need to build sustainable businesses here in Australia and help the industry boost the resilience of its supply chains.

The success of the National Cabinet has shown that collaboration between the states can work to achieve consistent approaches.

That is exactly what we need right now.

The good news is the industry is ready for that recovery and expect it will come quickly when the time is right.

About a third of survey respondents told us they could be back to normal operations within a month once the impact of COVID-19 was over.

Most others said it would take them less than a year.

So as the many essential workers in the rail industry keep working through this most unusual year, there are signs of optimism for recovery on the other side of this event.

Getting the policy settings right to speed that process will be key to supporting a strong rebound for the benefit of all Australians.

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Industry Associations

Big reforms without a big price tag CEO of the ALC Kirk Coningham outlines how governments could make significant reforms to unlock freight and logistics networks.

Australian Logistics Council CEO, Kirk Coningham.

Operating a train from Perth to Brisbane involves complying with 150 different environmental regulations.

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The COVID-19 pandemic has been an expensive experience for governments around the nation. Budgets that were in surplus or close to balance have been pushed firmly back into the red, and this will undoubtedly affect the policy choices governments make in the months and years to come.

Yet, significant reforms don’t have to be accompanied by a big spend. As governments turn their minds to policy actions needed to hasten the pace of Australia’s economic recovery, there is significant opportunity to achieve regulatory reforms that will be of lasting benefit to the freight and logistics sector.

Developing a set of National Planning Principles was a key action to emerge from the National Freight and Supply Chain Strategy released last year. Establishing these presents us with an opportunity to achieve a better balance and ensure that freight movement is properly integrated as part of a more nationally consistent approach to planning.

A key outcome flowing from the establishment of National Planning Principles must be to enshrine distinct planning recognition for freight and logistics lands within all state and territory planning schemes.

Of course, these new National Planning Principles would be significantly strengthened by the development of a National Corridor Protection Strategy.

A consistent national approach to corridor protection is essential to achieving the planning reforms that the freight logistics industry needs. Effective corridor protection not only serves to prevent future community discord over land use; it can also deliver significant savings for taxpayers when it comes to the cost of building infrastructure.

Infrastructure Australia underscored this fact in 2017, when it found that close to $11 billion could be saved on land purchases and construction costs for seven future infrastructure priorities listed on the Infrastructure Priority List if swift action was taken to preserve relevant corridors.

Now is also an ideal time to pursue harmonisation of regulations that govern freight movement as it transits across to the continent.

To take one example, the 2018 Review of Rail Access Regimes, published by the then Department of Infrastructure, Transport and Regional Development noted there were roughly 150 different environmental regulations that rail operators must comply with when operating rollingstock between Perth and Brisbane.

Clearly, there are cost savings and other efficiencies to be gained by moving towards a single set of laws across jurisdictions governing environmental regulation, workplace health and safety, workers’ compensation, and drug and alcohol testing for the freight and logistics sector. The new-found spirit of cooperation engendered through the National Cabinet process should now be harnessed to secure that outcome.

In a constrained budgetary atmosphere such as that which is likely to endure for several years in the wake of the COVID-19 pandemic, it is even more important that governments drive though low-cost regulatory reforms that will still deliver tangible benefits to the freight and logistics sector, and to the wider community.

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