Rail Express July 2023

The new paradigm in the rail industry

As the inclusion of cybersecurity in infrastructure projects becomes a necessity, Siemens Mobility’s suite of protection products is in demand for their holistic approach and leading technology expertise.

Flashbutt welding on the cutting edge

Careers boost from Work in Rail campaign

PAGE 42

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Welcome to the July issue of Rail Express

Project reviews seem to be the rage at the moment.

The Federal Government is spending three months investigating the feasibility of several infrastructure commitments, which has caused the suspension of many rail projects, such as the Melbourne Airport rail link.

Meanwhile, in NSW, the newly minted Minns regime is looking at the performances of both the metro and suburban networks. It has already found that further improvements need to be made, on the back of more operational malfunctions which brought the city to a standstill on more than one occasion in the past year alone.

Of course, such financial prudence and judiciousness is the basis of good government.

Regular reviews help ensure that programs are economically efficient and deliver value for money.

By assessing the project costs, benefits, and anticipated long-term impacts, governments can make informed decisions about resource allocation and prioritise projects that offer the greatest economic returns.

But with a huge pipeline of rail projects in the works, it is also important that governments do not lose sight of the impact that delays to key activities could have on confidence in the industry.

Stop-start approaches to various projects, big or small, could put skills and expertise available for them at risk, and will also place doubt in the minds of potential investors of future infrastructure initiatives and proposals.

The current book of projects is already creating new opportunities for rail suppliers to build local capabilities.

Ensuring certainty for all rail suppliers is absolutely essential to make the most of the current wave in investment.

The Australasian Railways Association believes a range of measures could help mitigate project delivery risks in the current climate. It has long advocated for a national approach to infrastructure planning to ensure industry has clear visibility of the pipeline while supporting improved processes to enhance the coordination of major projects.

The ARA also said more could be done

to improve procurement and planning processes to ensure industry could spend less time on bidding for projects and more time delivering them.

It’s worth noting that the infrastructure sector is also evolving rapidly due to technological advancements.

Governments need to review projects to incorporate new technologies, such as smart grids, digital connectivity, and intelligent transportation systems.

And chief among these priorities is the need for increased cybersecurity provisions.

In this issue, read about why this subject is so critical that protection against the threat of cyber attacks must really be built in from the outset in any new project.

As rail transportation systems increasingly rely on computerised control and interconnected networks, the vulnerability to cyber threats becomes a critical concern.

Rail networks, which encompass trains, signalling technology, communication infrastructure, and operational management, are among the main industries most susceptible to attacks, and need to be adequately protected to ensure the safety, reliability, and integrity of the entire system.

While the aim of so-called bad actors and hackers is primarily to eke out a ransom or simply to cause mischievous disruption, a more serious side of the developments is the potential for physical harm.

Cyber attacks can easily result in derailments, collisions, or other catastrophic incidents, leading to loss of life and extensive property damage.

By implementing robust cybersecurity measures, rail operators can mitigate the risk of these physical threats and prioritise the safety of passengers and assets.

As always, we also feature a roundup of the major rail industry news from the Australasian region, our popular section on workforce solutions and profiles, comment from our industry partners, and a look at some of the biggest contracts and tenders.

We’re sure you will enjoy the read.

ray.chan@primecreative.com.au

Budget a placeholder pending infrastructure review

The Federal Budget has confirmed that a 90day independent review of the Infrastructure Investment Program (IIP) will be carried out to ensure that Australia is investing in schemes that are truly nationally significant.

Infrastructure minister Catherine King said that while the Government would maintain a strong commitment to a 10-year $120 billion infrastructure pipeline, about 160 projects had a spend of $5 million or less, and needed the scrutiny.

“This review will allow all levels of government time to consider the actual priorities, and assess their cost and deliverability in the current climate. The process will help to lay firm foundations to build a more sustainable, credible pipeline of investment,” she said.

The review has the support of the states and territories and will be undertaken by Reece Waldock, Clare Gardiner-Barnes and Mike Mrdak, who all have extensive expertise in land transport infrastructure.

However industry thinktank group, Infrastructure Partnerships Australia, said the 90-day period meant Treasurer Jim Chalmers had essentially delivered a placeholder Federal Budget for infrastructure.

Chief executive Adrian Dwyer said because of the wait, it would be three months until there would be a definite infrastructure budget.

“It’s pleasing that the budget contained no cuts to transport infrastructure spending, however the sector will be more focused on the release of the independent review,” he said.

“In the context of supply chain issues, labour demand pressures and rising costs, it’s imperative the Federal Government continues to work with industry to provide certainty and clarity while also ensuring that Federal taxpayer dollars go to projects that maximise value and productivity.”

Rail infrastructure specialist Martinus said the review provided an opportunity for the Government to take a deeper dive into how rail projects are procured and delivered, to ensure Australian companies and know-how are involved.

Martinus chief executive Treaven Martinus said over many years, complex rail system projects had been awarded to global contractors with minimal capability in the Australian market to deliver the projects.

“The model used by these companies is to win the project and then subcontract major packages out to the market without building that capacity,” he said.

our team, our capability, making sure that we develop the right skills for the projects we’re delivering or going after.”

The business is currently involved in a slew of major projects – including Inland Rail, Sydney Metro and the Moorebank Intermodal terminal – as well as being part of the procurement process for a number of others.

“From what I can see, the Government will continue with these major programs,” Martinus said.

One of the projects affected is the Victorian Melbourne Airport rail link, with work suspended pending the review.

The future of the project has previously been cast in doubt by an anticipated delay in the anticipated completion date.

Premier Dan Andrews said states had been informed that no new contracts to progress works can be entered into during the review period, without express permission of the Commonwealth Government.

“That means projects that are moving from early works packages cannot move to the next phase of works for the infrastructure program review period,” he said.

“The Victorian Government has identified several joint projects with work packages close to contract award, including SRL Airport,

“Work on these projects will continue until the conclusion of their current package of works. Dates for conclusion vary across each project.

“To ensure certainty for workers during this time, they may be temporarily redeployed to other Big Build sites, where their skills and experience are useful for major works, while the review is underway.”

Andrews said the vast majority of Victoria’s Big Build remains completely unaffected, including projects like the Metro Tunnel, West Gate Tunnel and the removal of 110 level crossings – all fully funded by the State Government.

There are currently more than 50,000 Victorians working on Victoria’s Big Build –including on the city-shaping Metro Tunnel, North East Link Program, West Gate Tunnel, major road projects and level crossing removals, with opportunities for workers to move across different projects and utilise their skills.

Transport and infrastructure minister Jacinta Allan said while the national review was undertaken, the State Government was being upfront with its contractors, workforce, and the public, and following the direction from the Federal Government.

Treaven Martinus says the review offered an opportunity to improve procurement methods.

Connecting Australasia.

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Our long-standing experience in mass transport means we know how to put together the right solution - from start to finish. With our in-house capability –skilled and experienced people, specialist equipment and innovative solutions – we deliver value and certainty for our clients.

Train driver charged on alleged dangerous driving

The Office of the National Rail Safety Regulator (ONRSR) has charged a Victorian train driver over a safety breach, alleging he exposed numerous passengers and crew to the risk of death or serious injury by recklessly passing through multiple red signals while talking on a mobile phone.

The train driver is facing three charges which allege to a breach of sections 58(1) and 59 of the Rail Safety National Law (RSNL).

They relate to a serious near-hit incident that occurred between Tallarook and Seymour in Victoria on May 14, 2021, in which two passenger trains came within 500 metres of a head-on collision.

The ONRSR alleges that while on a phone call lasting approximately 49 minutes, the train driver passed through several sets of red signals.

Ultimately the national regulator will assert that while distracted, the driver exposed his passengers and the passengers and crew on another train to the risk of a potentially catastrophic collision.

The matter is being pursued in the interests of rail safety as part of the ONRSR’s role to enforce compliance with the RSNL, and in the public interest to provide for the safe carrying out of railway

operations and promoting public confidence in rail operations.

Under the RSNL, the maximum penalty applicable to an individual for a breach of

Tram stand graffiti a pain in the glass

The Victorian Government is backing a new trial to combat the rise of glass-etched graffiti on tram shelters across Melbourne.

Over the past year, this form of graffiti has taken over tram shelters across the city.

Made with specialist glass etching paint, the scrawls are nearly impossible to remove from tram shelters once applied, as the paint quickly eats into the glass shelters and leaves a pale etching which is cut into the glass.

With nearly all glass tram shelters now affected by this type of vandalism, Yarra Trams will be installing the anti-graffiti covering to three tram shelters in the city and Thornbury as part of a 12-week trial.

The glass covering will obscure existing damage to tram shelters, removing the need for a costly overhaul of dozens of tram shelters across the network.

Yarra Trams operator Keolis Downer spends hundreds of thousands of dollars each year

The charges relate to a serious near-hit incident in which two passenger trains came within 500 metres of a head-on collision.

The glass covering obscures existing damage to tram shelters.

Show and tell time for new X’Trapolis

A life-size mock-up of Melbourne’s X’Trapolis 2.0 has been inspected by local community, passenger, accessibility and specialist groups to enable them to get a feel of the new train.

The X’Trapolis is a series of multiple units designed and built by Alstom, in close collaboration with suppliers the Department of Transport and Planning (DoTP) and Metro Trains Melbourne (MTM).

The $986 million project will deliver 25 brand-new X’Trapolis 2.0 trains and supporting infrastructure – gradually replacing the longserving Comeng trains on the Craigieburn, Upfield and Frankston lines.

The new trains will provide passengers with a more accessible, reliable and energy-efficient journey while supporting up to 750 local jobs.

The DoTP invited a range of technical,

accessibility and passenger representatives to experience the mock-up and provide feedback on the design.

The life-sized mock-up is one and a half carriages long and reflects the current layout of the train, including a driver’s cab, seats, mobility spaces, shared use spaces, and an accessibility ramp.

A DoTP spokesperson said that targeted engagement on the proposed train design was critical to ensure it meets the needs of Victorians.

It follows workshops with accessibility groups and MTM experts on key elements of

“Our mock-up is a key step in our design process to ensure we get the final design right before construction gets underway,” he said.

“We’re working with a range of groups representing public transport users including accessibility advocates, passengers and drivers.” Alstom senior subsystem manager Mehran

ed accessibility with 20 mobility spaces, semi-automated boarding ramps, and

t technology including automated

“We consulted user groups across 70 engagement sessions, including maintainers, drivers, Cycling Victoria, Vision Australia, Deaf Victoria and emergency services,”

Train travel across Melbourne is set to become a more unique and interesting experience for passengers, with Metro Trains Melbourne partnering with Storytowns Podcast Tours and the Department of Transport and Planning to capture untold stories of the city with a series of podcasts.

Podcasts will play automatically as commuters approach a town, landmark or point of interest, and when travelling across Melbourne’s one thousand kilometres of train lines.

This use of geo-located podcasts along the city’s train lines is an Australian-first.

Melbourne residents are invited to share their local stories which may feature in the series. It’s an exciting opportunity to

bring the unique character and history of Melbourne’s suburbs to life through the voices of local people.

The sessions will cover a variety of themes, including local food, culture, street art, travel tips, fun facts, and interesting stories about each suburb’s history, culture and train stations.

Initially, the podcasts will focus on the Belgrave, Lilydale, Upfield, Williamstown, Sandringham and Pakenham lines.

After hitchhiking around the world, Storytowns founderJarrod Pickford wanted to connect travellers to communities. Storytowns began in regional Victoria and has now produced hundreds of free geo-located podcasts throughout Australia.

“We believe that every suburb has a story to tell, and we’re excited to bring Melbourne’s unique character and history to life through the voices of its people,” he said.

Metro Trains chief executive Raymond O’Flaherty said this would provide passengers with a new and unique way to experience Melbourne.

“These podcasts will enhance the journey and provide passengers with fascinating insights into the places they travel through,” he said.

Podcasts will be available from this month.

The Storytowns app is available for download on both iOS and Android devices. Users can access the podcasts for free and start their journey right away.

The mockup of the new X’Trapolis 2.0.

Greener Infrastructure Conference 2023

18–20 September 2023

Registration is now open.

Victoria’s infrastructure industry is joining forces to create a greener future and deliver purposely greener projects. Be part of the change.

The three-day conference will feature industryleading speakers, expert panels, networking events and a trade hall that’s bigger and better than ever. Scan code

Melbourne Convention & Exhibition Centre

New South Wales

Dubbo railway station set for facelift

The historic Dubbo railway station in New South Wales is about to receive a facelift that will deliver a safer, more accessible and more modern facility for all rail passengers.

The upgrade is funded through the State Government’s multi-billion-dollar Transport Access Program (TAP).

It will make accessing the station easier for people with a disability or limited mobility, parents and carers with prams, and customers with luggage.

Regional transport and roads minister Jenny Aitchison said the final design for the upgrade had drawn on valuable feedback from Dubbo Station users so that the upgrade would meet passengers’ future needs.

“The NSW Government is committed to making public transport a first choice option for people living in the regions and the upgrade of the 141-year-old Dubbo Station will make it a more attractive transport choice for many more people,” she said.

Work on the station upgrade is due to start in June for completion by the end of the year.

Aitchison said following a competitive tender award process, the station upgrade would be led by North Construction, on behalf of Transport for NSW.

It will support about 40 local jobs to provide a welcome boost to the local economy and tourism sector.

“Railway station upgrades such as we’re seeing at Dubbo are focused on making it easier for people living in all parts of the state to choose rail as a comfortable, convenient and safe transport option,” she said.

Nationals member for Dubbo, Dugald Saunders, welcomed the winning of the contract by a registered Aboriginal business.

“The proposed design encompasses upgrades to existing paths surrounding the station precinct, the introduction of a new accessible ‘kiss and ride’ zone, and enhanced amenities, including ambulant toilets,” he said.

Sleeping on the job at Inland Rail site

A vital part of the Stockinbingal to Parkes section of the ARTC Inland Rail project has been delivered, with nearly 4000 railway sleepers weighing a total of over 1000 tonnes arriving in Daroobalgie for a new crossing loop.

The concrete sleepers were trucked in from Bomen, New South Wales, and took five days to unload using plant machinery.

The sleepers, made of high-density fibrereinforced concrete and weighing 285kg each, will lay over 2.2 kilometres of track,

along with more than 277 tonnes of rail delivered last month.

The project area spans from just north of the rail junction in Stockinbingal to south of Goobang Junction in Parkes.

Major construction on the section is expected to begin in late 2023 and involves enhancements or modifications to specific sites along the existing rail corridor to accommodate double-stacked freight trains. Other works planned include increasing

vertical clearance on the Lachlan River Rail Bridge and Wyndham Avenue Road Bridge in Forbes, modifying Forbes Railway Station, and enhancing several existing crossings, structures, and utilities.

Inland Rail Albury to Parkes program delivery director Melvyn Maylin said the new track would be built to the eastern side of the existing Daroobalgie track and will include the replacement and extension of culverts to mitigate flooding on neighbouring land. The crossing loop will allow trains in opposite directions to safely pass each other.

“The Stockinbingal to Parkes project is now in the procurement and detailed design stages. During this time, we are seeking to appoint a construction contractor to finalise detailed design and construct the project,” he said.

“Early works in and around Forbes will be ongoing, including the relocation of gas and water infrastructure. These works are required because they will enable major construction to proceed more efficiently once a contractor is appointed.

“Inland Rail is an important project that will help Australia move more freight, enhancing the national freight rail network and making our roads safer for all.”

Dugald Saunders at Dubbo Station.

The sleepers being stacked at Daroobalgie.

University of Queensland researchers have worked with industry to map how Australia could move towards decarbonising its heavy haulage rail network.

Dr Ruth Knibbe and Professor Paul Meehan from UQ’s School of Mechanical and Mining Engineering collaborated with rail freight operator Aurizon to analyse rail corridors across Australia, and found batteries – or a combination of batteries and hydrogen fuel cells – could feasibly replace diesel power on those routes.

Knibbe said there was real opportunity for Australia to decarbonise heavy rail in the coming decade.

“Rail transport accounted for about three per cent of global carbon emissions in 2020, so decarbonising railways will play a major part in Australia’s transition to renewables,” she said.

“But it’s challenging, with long rail routes

across the country that require a lot of energy and limited capacity to set up recharging infrastructure, which means all energy needs to be transported on board.”

The study looked at the weight of trains and how much energy would be needed to transport full loads between mines and ports, and options such as dynamic braking which generates energy when a train goes downhill or slows.

“While heavy duty batteries present huge opportunities by allowing for braking energy to be captured, it’s also a major challenge to keep them cool,” Knibbe said.

“Conceptually, the batteries on board weigh around 42 tonnes and need to be kept at safe temperatures and prevented from degrading prematurely.

“We assessed both energy and cooling requirements of each rail route, as well the energy storage systems available.”

Charging to sustainable heavy haulage Brisbane ETCS system passes low speed test

A train from the Queensland New Generation Rollingstock (NGR) fleet recently completed its first low speed ETCS dynamic test on the Shorncliffe line: a significant milestone in preparing for travel through the Cross River Rail twin tunnels, where ETCS will also be installed as the signalling system. Testing is a vital part of introducing any new technology, and for a rail signalling system it involves a multi-staged process that:

• Star ts in a factory and undergoes rigorous testing in a systems integration laboratory before it is transferred to a ‘real world’ operating environment

• Sees each element tested in isolation, and then brings them all together to be tested as one system

• Confirms this core system (including data exchange) successfully integrates with other sub-systems

• Puts the system through a myriad of scenarios (or test cases) to determine how it performs

• Validates its operation against all required safety regulations and operational requirements.

The testing completed to date has involved ETCS-fitted trains successfully transitioning between ETCS Level 0 and ETCS Level 2, connecting with all on-track balises, and

switching between the trackside radio base stations located along the line.

It has also confirmed that the level crossings and other field equipment were effectively controlled by the interlocking system and operated in accordance with Queensland Rail standards. Progress has also been made on integrating the traffic management system with the interlocking system (wayside standard platform) in the Rail Management Centre.

The researchers found battery-operated trains could replace diesel locomotives on shorter, low energy routes such as the 200-kilometre Gladstone to Moura corridor in Central Queensland.

“For higher energy routes such as the 1000-kilometre Townsville to Mt Isa corridor in the state’s northwest, we found a batteryoperated train with a hydrogen fuel cell would be more suitable, with around 32 per cent of the energy able to be regenerated during a journey,” Knibbe said.

“It’s important to note that as battery and fuel cell technology progresses, the energy that can be packed into the locomotives will be even greater.

“Furthermore, with projections of decreased battery and fuel cell costs over the coming years, the economic case for decarbonised heavy haulage rail looks even better.”

has been to build a pilot on the Shorncliffe line and over the last few months, testing on the line has moved through a number of stages, achieving important milestones along the way.

Trains fitted with new technology have been travelling the full length of the Shorncliffe line between Bindha and Shorncliffe stations since February, seamlessly transitioning between Queensland Rail’s current signalling system and the new ETCS digital signalling system.

Members of the Sequence ETCS test and commissioning team at Shorncliffe station.

Western Australia

Karnup station hub built from ground up

In a first for Western Australia, the State Government is inviting proposals to transform the site of the proposed METRONET Karnup train station in the City of Rockingham into a thriving community hub.

The Karnup Station Precinct Problem and Opportunity Statement has been released, seeking feedback from the market interested in constructing a new passenger train station, and transit-oriented community and precinct in one of the state’s highest growing suburbs.

The project will integrate high-frequency public transport with about 35 hectares of under-utilised land perfect for new homes, community facilities and public open space.

The statement has been released under the Government’s Market-led Proposals policy, which has been updated to further clarify the evaluation process for problem-andopportunity statements.

Proposals will need to consider the unique environmental characteristics of the precinct including fauna and flora and incorporate water sensitive design initiatives.

Planning minister Rita Saffioti said she anticipated this would be the first of many problem-and-opportunity statements that aim to leverage Government land holdings and deliver public infrastructure at minimal cost to the ratepayer.

“The focus is to deliver an innovative

outcome that creates a community centred around public transport, and the State Government-owned land identified for this precinct is perfect for new homes, community facilities and public open space,” she said.

“It invites industry to develop both the land and the new Karnup station, with the Public Transport Authority to ultimately manage and operate the station.

“There is significant demand in this area for a new train station in Karnup, with more than 25,000 people currently living in Karnup and the surrounding suburbs of Singleton, Golden Bay and Secret Harbour, with population growth set to continue.”

Warnbro MLA Paul Papalia said the station was promised at the 2017 election but delayed when the Liberal Federal Government

insisted the Lakelands station be built first. “I am pleased the WA Government is now seeking to deliver the station through this innovative process,” he said.

“It is an incredible opportunity for the private sector to help transform the proposed Karnup station into a vibrant and thriving precinct.

“The region is growing fast, and this unique approach will see residents, workers and visitors all benefit from a purpose-built hub centred around a bustling transport network.”

Submissions for the Karnup Problem and Opportunity Statement close on July 17, 2023 and can be made by visiting TendersWA.

For more information about the market-led proposals process and updated policy, visit www.wa.gov.au/market-led-proposals.

Tramless track project set for Perth trial

The Perth local government area of Stirling recently hosted a delegation of senior officials from Chinese manufacturer CRRC, Infrastructure Technology Solutions Group (ITSG) and Curtin University to discuss a trial of trackless trams in Perth planned for this October.

The visit included a tour of the proposed trackless tram route from Glendalough Train Station to Scarborough Beach and a trip to the Australian Automation and Robotics Precinct (AARP) in Neerabup, where the tram vehicle will be tested in partnership with Development WA.

Mayor Mark Irwin said the meeting was an important step to see how the trial would work and understand what would be needed to be completed prior to the vehicle arriving in Perth.

“The AARP provides a unique opportunity to test the tram in one of the biggest facilities of its kind in the world. Together with experts

from Curtin University, and our other partners in the trial, we will be able to see this vehicle in action and gather key information for our business case,” he said.

“We have a big, bold vision for the Stirling City Centre and the Scarborough Beach Road activity corridor and the CRRC trackless tram is the last piece of the puzzle to help make this a reality. We really appreciate CRRC and ITSG for their efforts so that we can see this innovative technology on the ground in the City of Stirling.”

CRRC Nanjing chairman Dingnan Li presented the City with a model of CRRC’s second-generation Digital Rapid Transit (DRT) trackless tram and an update on new technology advancements.

The second-generation vehicle will be powered by a hydrogen fuel cell instead of a battery, meaning the environmental benefits

of the tram would be maintained without the need to recharge at stations along the route.

CRRC representatives were also able to confirm that pre-testing of the tram in China would mean the vehicle would arrive in Perth compliant with Australian roads and ready for testing at the AARP facilities by October.

Irwin was also appreciative of the support from all partners, including the Australian Government’s $2 million commitment to deliver the City of Stirling’s business case, with $135,000 of those funds authorised to be used to support the Australian-first trial.

“We are confident that the tests conducted here in Perth – as well as the testing to Australian standards which will occur over the next few months in China – will strengthen the business case and bring us one step closer to implementing this innovative and sustainable public transport technology ,” he said.

The Government plans to turn the proposed Karnup station into a vibrant precinct.

News Tasmania

TasRail on board for rail interoperability

Tasmania’s rail operator TasRail has signed up to the nationwide interoperability Memorandum of Cooperation (MoC) to make rail more competitive across Australia.

In December 2022, infrastructure and transport ministers agreed to several productivity and safety measures to enhance national rail interoperability.

The MoC pledges rail operators, builders, manufacturers, and transport ministers to work together to make rail more uniform across the country, particularly for any future major rail investments.

Tasmania now joins the Federal Government, the Australasian Railway Association (ARA) and several other states as signatories to the agreement, with others set to follow.

TasRail chairman Stephen Cantwell said that the unified commitment to the interoperability MoC highlighted the importance of rail to both the economy and the supply chain in Australia.

“It also increases the potential for innovation, local manufacturing, and skills and training standardisation,” he said.

“This, and the record investment of the Tasmanian Rail Revitalisation Program, will ensure a bright future for rail in Tasmania,” he said.

“While we are physically disconnected from mainland rail networks, we recognise

personnel between jurisdictions.”

With a workforce of around 270 men and women, TasRail’s rail freight task in 2021-22 was approximately three million tonnes of mixed commodities including minerals, coal, cement, logs, paper, and general containers.

bulk minerals handling services to industry.

TasRail is currently delivering Tranches Two and Three of the Tasmanian Freight Rail Revitalisation Program, which is jointly funded by both the Australian and Tasmanian governments.

Calls renewed for passenger rail in Hobart

The Hobart Northern Suburbs Rail Action Group is maintaining its push for a passenger rail solution in Hobart, where the only public transport option is the bus.

The call came after Prime Minister Anthony Albanese officially announced a Federal Government contribution of $240 million towards a stadium on the Hobart waterfront.

It forms part of a partnership between the Australian and Tasmanian governments to develop a refreshed precinct plan that stretches from Macquarie Point through to crown land at Regatta Point, including a focus on transport connections, while prioritising Hobart port upgrades and housing for Tasmanians.

The proposal also connects with the State Government’s plan to convince the AFL to grant the state a team, with the business case predicting that the $750m multi-use

entertainment precinct would annually host about 44 events and let 587,000 people walk through its doors.

Group president Toby Rowallan warned that choosing a busway over a rail system for the project would be a ‘significant mistake’, given the high number of people the stadium is designed to accommodate.

He said any busway that was built would be incapable of handling the enormous number of people that the major stadium was designed to hold.

In a previous submission to a parliamentary inquiry into the stadium, the Group said a light rail service could move between 4000 and 20,000 people each hour in one direction, more than twice what buses can over the same time period.

“It is no coincidence that every other AFL city has passenger rail services,” he said.

The Group has been lobbying for the instalment of a passenger rail service since 2010, focusing on a decommissioned heavy rail corridor in Hobart’s northern suburbs.

Formerly a freight rail line, the corridor was decommissioned in 2014 after the last freight train passed through Hobart.

Group founder and former president of the Group, Ben Johnston, said it was preferable for the decommissioned railway tracks to be utilised for passenger rail services rather than being converted into a busway.

“It would be a tragedy to remove the rails from the railway, it would be a very backward step in my opinion,” Johnston said.

“Keeping rails on the corridor has strategic advantages for future freight if it becomes necessary again, and you keep a lot more options open than if you convert it into a busway.”

TasRail CEO Steven Dietrich (left), Tasmanian infrastructure and transport minister Michael Ferguson, and Stephen Cantwell sign the MoC.

CRL lauded for environmental sustainability

Auckland’s City Rail Link project is setting new benchmarks for construction and environmental sustainability, this year’s Health Safety, Environment and Sustainability (HSES) report shows.

It records that nearly 60,000 tonnes of waste was diverted from landfill since the start of construction, while 6508t of waste was reused.

More than 8000 truckloads of concrete was effectively removed from the project’s carbon footprint through cement replacement and more than 5000 cubic metres of water was also captured and reused on site.

The HSES findings come in the wake of an Infrastructure Sustainability Council (ISC) award of a “Leading” design rating presented to the project recently, the highest possible rating in the ISC scheme.

CRL chief executive Sean Sweeney said the ISC award had been recognition of the “hard mahi” to make the CRL an exemplar

project, one that sets a new benchmark for construction, workplace safety and environmental sustainability.

A key initiative was the minimisation of cement use in concrete, as cement has an embodied carbon footprint of almost one tonne for every tonne used. Maximising replacement of cement with fly-ash (a waste product with a much lower embodied carbon footprint) was implemented at the start of construction, leading to the elimination of 18,444 t CO₂e from the project’s footprint thus far, a reduction of more than 20 per cent.

The cement replacement rate achieved to date is more than 10 times higher than the average for New Zealand, despite COVID impacts on international supply chains requiring the CRL to ration fly-ash use.

“This is a real-world impact and one that will have lasting benefits to the construction industry in New Zealand, which is a source of pride for the CRL and Link Alliance teams,” Sweeney said.

Significant social outcomes were also achieved around supplier diversity and supply chain opportunities for Māori, Pasifika and socially innovative businesses.

A total of 41 contracts have been signed with Māori and Pasifika businesses, with $79 million already spent during the calendar year, including $188,000 with indigenous companies.

Other highlights from the report include:

• More than 20 per cent savings on energyrelated construction emissions projected

• 2569 ground and building movement monitoring points installed

• 400 environmental site inspections completed and 66 environmental management plans approved

• 31 stormwater catch pits protected

• Nine air quality monitors and seven water treatment plants installed.

A copy of the Health, Safety, Environment & Sustainability Report 2022 can be found here: www.cityraillink.co.nz/sustainability

KiwiRail seeking new track evaluation unit

KiwiRail is investigating a series of failures that resulted in a specialist track machine being unable to assess the Wellington rail network in time – causing major disruption for commuters across the city in May.

KiwiRail chief executive Peter Reidy said a combination of factors led to the disruption, including a mechanical fault with the Track Evaluation Car (TEC) and scheduling problems.

repairing our TEC and getting it down from Auckland,” he said.

“We take full responsibility for what has happened. We are commissioning an external review to understand how we ended up in this situation and ensure that it is never repeated.”

The Government has already instigated a review into the Wellington incident.

KiwiRail said it understands that: s operating schedule, going back at least

to mid-March, had it scheduled to assess the Wellington metro network in May – also outside of the Kāpiti Line compliance period. The fact that the implications of this were not recognised in March appears to be a critical systems failure, which will be a focus of the review.

• The issue with the TEC not being available to assess the Kāpiti Line within the compliance period was only raised with KiwiRail’s senior managers on April 26.

• After engineers looked at options to stay within the safe operating licence (imposing a 70km/h speed restriction), it contacted Metlink/Transdev Wellington on April 27 about the situation.

KiwiRail has gone to market for a replacement TEC, given the current one is 41 years old, and expect to enter a contract later this year.

The new TEC will require less maintenance, have less downtime, and will therefore achieve higher productivity rates.

Given this, KiwiRail has concluded that the use of just one new TEC will still be able to meet work requirements on rail lines across New Zealand – allied with good schedule management.

The KiwiRail Track Evaluation Car.

Review finds major deficiencies in Sydney Trains network

The New South Wales rail network will be disrupted over the next year at least as the biggest coordinated program of rail maintenance ever undertaken in Sydney kicks off.

Transport minister Jo Haylen said the works were part of the Sydney Rail Repair Plan, formulated in response to the recent interim recommendations made by the expert panel conducting the Sydney Trains Review, headed by National Transport Commission chair Carolyn Walsh.

It made 12 recommendations for restoring reliability to the network after a series of failures that left thousands of passengers stranded without trains, including three in March this year alone.

Sydney Trains operates Sydney’s suburban passenger 369-kilometre rail network comprising of 170 stations on eight lines.

It aloso maintains more than 2000km of track and associated infrastructure.

The review found a huge maintenance backlog had led to equipment failures causing major shut-downs – equipment that should have been inspected, repaired, refurbished or replaced but wasn’t because maintenance

crews could not get anywhere near sufficient access to the track.

It said this was partly because of extreme weather events and industrial action, but mainly because a new timetable in 2017 pushed the network to its limits and severely restricted access to the tracks for maintenance.

It recommended an all-out assault on this backlog to repair the network, dramatically reduce equipment failures and restore reliability for passengers.

Sydney Trains has now mapped out a massive maintenance program to take place every weekend for the next year or more. It is designed to perform several years’ worth of normal maintenance works in that time by pouring huge resources and numbers of additional crews into the task.

The Rail Repair Plan at a glance:

• The works will cost an estimated $97 million funded out of existing unspent budgets, due to the lack of access for maintenance in recent years

• There will be around 3700 repairs, upgrades, and refurbishments

• Around 100 worksites and hundreds of workers will be used every weekend

• On some weekends there will be around 300 additional worksites (double the usual number)

• There will be around 450km of rail repair, such as grinding, and electrical inspections

• Hundreds of workers will be deployed every weekend, and on some weeks thousands of workers

• More than 14,000 maintenance shifts across the network over the next 12 months

• There will be around 450km of rail repair, such as grinding, and electrical inspections

• Ballast trains will be deployed, servicing more than 900 tonnes of track ballast in a single session

• Regular maintenance completes 600 defect removals on average each year

• More than 1900 high priority defects are expected to be repaired

• Around 600,000 weekend passengers will lose normal train services and need to use replacement buses over the next 12 months “Millions of people depend on our trains. In recent times the service has become substandard due to system failures caused by the neglect of maintenance,” Haylen said.

“People have lost faith in the system. They’ve been burnt too many times.

“We have to fix our rail network and it’s going to take a massive effort.

“We simply must take this on and get it done. Continuing system failures and meltdowns are not an option.

“I want to be totally honest with everyone – for the next year or so we are going to massively disrupt the network on weekends while our crews get in and fix it.

“The work will be around the clock from midnight Friday to midnight Sunday.

“If you use trains on weekends, I’m sorry but you’re going to find yourself on buses – a lot.

“It’s a year or more of pain but it will deliver the huge, world-class train system Sydney needs and deserves.

“We will keep people constantly updated, every week, with reports on how this immense repair project is progressing.”

It’s been a testing time for the Sydney rail transit system, with reviews carried out on both the metropolitan and suburban networks.

The Government will implement all 12 recommendations of the report.

Haylen said despite these problems, Sydney Trains had maintained a strong focus on safety and continued to address safety critical maintenance issues in a timely manner. However, she said the ongoing operational maintenance backlog presented a serious challenge to restoring a reliable network.

The Australian Manufacturing Workers’ Union NSW & ACT (AWMU) welcomed the move, saying members who maintain the rail fleet and network had been advocating for much-eeded investment for years.

State secretary Cory Wright said they had seen firsthand the impact a decade of funding cuts and under-resourcing had had on the rail network and along with their Combined Rail Union members, they “were ready to get to work”.

“It’s great to see a state government investing in our existing public infrastructure to make sure it works for everyone. Shiny new stations are meaningless if we can’t get the trains running safely and on time,” he said.

• The repor t recommendations include: An expanded passenger-focused team that will be able to respond more flexibly and rapidly to disruption

• Immediately commencing work to map out an urgent and large-scale program of works to tackle the five-year backlog of system maintenance, which has caused most of the failures

• The chief executive of Sydney Trains will report directly to the Secretary of TfNSW and be represented on TfNSW executive committees

• The timetable team will report to the Sydney Trains chief executive to ensure independence and transparency

• There will be comprehensive engagement with the workforce during the procurement, design and construction of new rolling stock

• Consideration will be given to moving the Intercity fleet and operations from NSW Trainlink to Sydney Trains.

SYDNEY METRO

Meanwhile, Sydney Metro has released its 2023-24 Corporate Plan Update.

The document articulates the Board’s strategic direction for Sydney Metro and provides an updated view of key activities and areas of focus.

Sydney Metro aims to revolutionise how Australia’s biggest city travels, connecting Sydney’s north west, west, south west and greater west to fast, reliable turn-up-and-go metro services with fully accessible stations. By 2030, Sydney will have a network of four metro lines, 46 stations and 113km of new metro rail.

In the plan’s foreword, Board chairman John Arthur said the 2022-23 financial period had been the second year in the current Sydney Metro Corporate Plan cycle.

“As we reflect on our achievements during that year, we also look forward with a renewed commitment to deliver the benefits of Sydney Metro for our customers, communities and the people of NSW,” he said.

“Sydney Metro is delivering three largescale city-shaping projects that are unlocking the potential of our global city and operating Australia’s first driverless metro.

“The Metro North West Line is delivering a level of customer service and safety never before seen in Australia and we look forward to our new projects introducing more areas of Sydney to this world-class service.

“We take pride in putting the customer at the centre of everything we do as we deliver a safe, reliable and resilient transport network, fulfil our place-making function, and undertake socially, environmentally and financially responsible business operations.

“This Corporate Plan Update provides an opportunity to reflect on and refresh the key areas of focus for Sydney Metro as we deliver three mega-projects, run the Metro North West Line optimally, safely and securely and ready ourselves to transition our second metro line, Metro City & Southwest, into operation.”

Arthur pointed out some exceptional achievements in the past year:

• Tunnel boring machines have arrived for the West and Western Sydney Airport projects

• The last piece of track has been laid connecting the North West line with the City & Southwest project

• Central Station’s new passenger concourse at Central Walk created an improved multimodal experience for customers using

Australia’s busiest railway station

• The largest Public Private Partnership in NSW was awarded for Sydney Metro–Western Sydney Airport’s stations, systems, trains, operations and maintenance, as Metro West gained planning approval for all nine of its stations.

“And this was done in less than optimal circumstances. Global economic conditions following the COVID pandemic are profoundly impacting how we deliver and operate Sydney Metro, creating challenges of a scale and complexity not seen in generations,” Arthur said.

“We are adapting to meet these challenges, and this Corporate Plan Update outlines how we will continue to move forward in a world that is dynamic and unpredictable. We remain confident that Sydney Metro is on track to achieve our vision ‘To transform Sydney with a world-class metro’.”

The NSW Government is currently carrying out a comprehensive independent review into the whole Sydney Metro program, to determine how to best manage the current projects.

The Sydney Metro Review will examine delivery models, project governance and passenger impacts and the best way to resuscitate Sydney’s major transport infrastructure pipeline.

The review will also thoroughly evaluate the delivery of Sydney Metro to date, the current state of progress against delivery targets and make recommendations for getting the maximum value out of the project, including looking at better land use, urban renewal and better integration with the wider transport network.

The review team has been asked to deliver a preliminary report to help inform the 2023 Budget process, with a final report to be delivered by the end of 2023.

On-track testing along the twin metro railway lines from Chatswood to Sydenham ahead of services starting through the CBD in 2024.

Darkness shrouds Sunshine Coast

Residents of Queensland’s Sunshine Coast remain hopeful that a passenger line will be built to service the southern part of the region.

The proposed project aims to link the steadily growing area to the main north-tosouth rail line, and is expected to provide a transport link between three 2032 Olympic venues and an athletes’ village precinct.

But with only nine years left for any such project to be realised, and a scoping and costing study yet to be completed, the sod has yet to be turned, raising concern about whether the initiative could actually go ahead.

However, Queensland transport and roads minister Mark Bailey has been quick to defend the timeline, saying that it was not unusual for projects of such magnitude to require comprehensive investigation.

“In recent times, the new Redcliffe rail line took six years to build from a funding commitment announcement in 2010 until its opening in 2016, with the construction of six new stations and a large spur line,” he said.

The study is jointly funded by the Australian and Queensland governments on a 50:50 basis with a commitment of $6 million.

It had been announced as part of the State Government’s blueprint for how the South East Queensland rail network would be transformed after the opening of Cross River Rail.

“The Queensland Government estimates that planning will be completed over the course of 2023,” Bailey said.

“You can’t build a new railway line without proper and extensive planning.

“It’s important to remember this proposed rail line’s planning commenced only late last year with joint federal/state funding and future decisions will be guided by the outcomes of that current planning study.”

Pending the outcomes of the planning study as well as the planning for the Olympic and Paralympic Games, Bailey said it was expected to be feasible to be able to build a Direct Sunshine Coast Rail Line (DSCRL) by 2032, should a funding agreement be achieved across different levels of government.

The investment planning for the DSCRL project builds upon planning completed in 2001 by the Caboolture to Maroochydore Corridor Study.

The purpose of that investigation was to determine the need for a new public transport corridor with consideration for route, mode, station location(s), broader public transport integration and staging between Beerwah and the Sunshine Coast Airport.

The current planning will review the preserved corridor and consider refinements to the alignment and station locations, as well as potential staging plans to meet passenger demand and land use outcomes within the region.

It will look at features such as park ‘n’ rides and associated facilities to increase accessibility; active transport provisions along the corridor to improve safety and encourage

these transport modes; and maintenance access, stabling and operational facilities.

Eight new stations have been considered, along with the existing station at Beerwah:

• Maroochydore

• Mooloolaba

• Parrearra

• Kawana Town Centre

• Erang Street

• Aroona

• Caloundra

• Pelican Waters

This planning will also include a review of key road/rail interfaces along the proposed rail corridor including the Kawana Motorway, Mooloolah River Interchange and Buderim Mooloolaba Road interchange.

“The work is running on schedule and will be completed later this year which we will be very pleased to share with the public when it is ready,” Bailey said.

“The State Government will then fully consider the outcome of that work when it is complete.”

Once the project has been greenlit, it will receive at least $1.6 billion for initial infrastructure from Federal Government coffers, a commitment made in last year’s Budget, and reaffirmed in this year’s figures announced in May.

MAINTAINING THE RAGE

In a fresh twist, Deputy Leader of the LiberalNational Party (LNP) Opposition and Member for Kawana, Jarrod Bleijie, has claimed that the

The clock is ticking down for the construction of a proposed passenger branch line between Beerwah and Maroochydore in Queensland.

The existing Beerwah train station.

Government’s Southern Sunshine Coast public transport strategy had recently been updated to exclude the section to Maroochydore.

“They are now admitting that they are cutting this project in half and they will only look in the business case to deliver the heavy passenger rail from Beerwah to Caloundra and possibly to Kawana,” he said.

“So the business case is now only looking at the southern end of the Sunshine Coast for heavy passenger rail.

“If they wanted to cut this project in half or rule it out, then they should do the full business case so the government is fully informed of all the issues of the heavy passenger rail project.

“We were promised infrastructure for the Olympics. The city centre on the Sunshine Coast is Maroochydore. We were promised this rail for the 2032 Olympic Games, so heavy passenger rail must fully connect the state’s capital to the Sunshine Coast, from Beerwah to Caloundra to Kawana and all the way to Maroochydore.”

Maroochydore LNP member Fiona Simpson was scathing of Bailey, calling him “the king of congestion”.

“He has robbed the Sunshine Coast of rail to Maroochydore, which is the centre of the Sunshine Coast,” she said.

“We’ve just seen the Federal Government put an infrastructure freeze on, and ... we’ve just seen Bailey dud the Sunshine Coast of heavy rail to Maroochydore.

“If you really want to bust congestion, if you really want to have a sustainable transport network into the future, you don’t want this half-baked plan.

“The Premier needs to pick up the phone to Canberra to unfreeze the Federal funding and to commit the state to rail to Maroochydore.”

Bleijie said the Sunshine Coast LNP team would not be accepting the decision lying down.

“We will fight for the entire Sunshine Coast region so everyone benefits from the 2032 Olympic Games,” he said.

“Everyone benefits from a commitment into heavy passenger rail. Not just particular areas of the Sunshine Coast.”

GLOWING AND GROWING

The Sunshine Coast is South East Queensland’s (SEQ) third largest urban area, with the majority of its population located in the southern section between Beerwah and Maroochydore.

By 2041, it is estimated that the Sunshine Coast local government area will need to accommodate an additional 190,000 people, requiring 87,000 additional dwellings and generating more than 800,000 trips per day.

The Sunshine Coast Council believes a

new approach is needed to shift the southern Sunshine Coast towards more sustainable travel choices and to help protect the lifestyle and amenity of the region.

It says investment in a high-quality public transport system would support renewal of the coast, strengthening connections to the greater region and enhancing its character and identity.

The Queensland Government consulted with the Council to help form a public transport network strategy to connect the southern Sunshine Coast.

The council evaluated options for a mass transit corridor that would form the spine of the region’s public transport network, with its findings taken into account by the DSCRL study.

The Council’s Mass Transit Options Analysis (endorsed in 2021) compared five options for an enhanced public transport connection between Maroochydore and the Sunshine Coast University Hospital, with a possible extension to Caloundra. These options included:

• bus rapid transit

• light rail

• wireless light rail

• trackless tram

• quality bus corridor.

Sunshine Coast Council mayor Mark Jamieson said that the rapidly growing region needed

to shift from a transport system focused on private vehicles.

“All that this will do is increase congestion and pollution, create bitumen eyesores on our landscape and inhibit our current and future residents in being able to reach the places they need to get to or love to visit, like the beach, shopping centres, health facilities or where they work,” he said.

In the interim report, the option for a light rail network was ranked highest, above improvements to the bus network or the creation of a bus rapid transit corridor.

“Transport planning is a long-term process. We won’t see the plan come to life for several years but we must keep moving toward sustainable and efficient transport as our region grows to over 500,000 residents,” the council said in the report.

It said a heavy rail connection along the Caloundra and Maroochydore corridor would be suitable for traveling longer distances with less stops, while a local mass transit system would enable travel along shorter distances with more stops.

“The integration of the systems will enable greater connection across the Sunshine Coast. It will provide an easier and more convenient sustainable travel option,” it said.

The proposed route for the Sunshine Coast line.

Cybersecurity now vital component of rail infrastructure projects

When Sydney’s train network was hobbled earlier this year, stranding thousands of passengers for over an hour and causing major delays, some accusatory fingers immediately pointed to a cyber-attack as the main reason.

After investigation, Transport for NSW dismissed the possibility, blaming the standstill to a faulty router in the city rail network’s digital train radio system. Yet the initial kneejerk response proved just how concerned the industry is about the growing threat of cyber risks, particularly as rail progresses rapidly on its digitalisation journey.

Hackers have infiltrated rail systems all over the world. Just last November, all trains operated by the Danish company DSB (Danske Statsbaner) stopped running for several hours, after asset management software it was using was attacked, meaning drivers could not access vital information such as track maintenance data and speed limits.

In May 2020, Swiss rail manufacturer Stadler reported that hackers had targeted the company hoping to extort a large amount of money and threatening the publication of data to hurt the company and its employees. Although not impacting production lines, the hack came a week after Australian logistics operator Toll also suffered a ransomware attack, the second that company had suffered that year.

In 2017, German operator Deutsche Bahn was hit by the WannaCry virus, in which hackers placed a text message on the passenger information screens at stations, demanding ransom money. This resulted in panic among commuters, who rushed the exits, causing congestion and safety issues.

Closer to home, Western Australia’s Public Transport Authority was targeted in an attempted attack in 2016, leading the rail agency to shut down its own website, and websites for specific services such as Transperth, to prevent further intrusions.

SOURCES OF ATTACK

Criminal organisations, issue-motivated groups and countries seeking to exert influence are challenging the security of

critical infrastructure around the world, and advances in internet connectivity are making the task easier.

Previously rail systems were not interconnected to business information systems and were comparatively immune to remote malicious or accidental system manipulation by third parties or suppliers.

But the current landscape is much more complex and difficult to navigate, which increases the potential for untreated risks to critical infrastructure and connected systems, which if untreated, can result in significant incidents, interruptions or fatalities.

The cybersecurity issue has led to the formation of the Critical Infrastructure Information Sharing and Analysis Centre (CI-ISAC), a new not-for profit entity providing organisations with a platform to share intelligence on getting ahead of and defeating cyber-attacks.

As its managing director David Sandell says, to defend the country’s trade-oriented economy,

it is vital to protect the digital infrastructure that underpins the sector.

“To effectively manage cyber risk in transport systems as they continue to digitalise, it is essential to first understand and stay ahead of cyber threats as they evolve.

“Sharing cyber threat intelligence among transport industry members through a trusted partner like CI-ISAC allows transport infrastructure owners and operators to generate a more comprehensive and preventive cybersecurity posture.”

The Australian transportation sector consists of five sub-sectors: rail, air freight and logistics, air, maritime, and road transport. As the world’s only country-continent, Australia’s expansive geography means that it is highly dependent on its wide variety of transportation infrastructure delivered by thousands of companies.

“Like other industries, the transport sector’s accelerated digital transformation is exacerbating cybersecurity threats,” Sandell said.

“Networked transportation systems exchange

As critical infrastructure is increasingly being targeted by cyber attacks, it is more important than ever for defensive strategies to be formulated to counter the threat.

German operator Deutsche Bahn was hit by the WannaCry virus.

a wide variety of data for the purpose of monitoring both physical and digital networks. Radio frequency identification systems, wider deployments of the internet of things (IoT), and industrial control systems multiply attack surfaces, creating opportunities for attackers to exploit systems to access valuable data.

“Cyber-attacks can target systems that combine current technical components with antiquated physical components, as found in many rail systems. The wide geographical extent of digital infrastructure further complicates physical security measures that reduce cybersecurity risks.”

Sandell said that the transport sector was impacted by a wide variety of incidents, with data breaches caused by malicious actors (organisations that intentionally cause harm in the digital sphere) being the most frequent.

“Statistics currently show that malicious data breaches make up 27.1 percent of all events, costing $330,000 on average per incident,” he said.

“The functionality of the transportation infrastructure itself is one of the most important assets at risk. Even though the cost of a data breach may be quite high, a critical failure to operational systems via a cyberattack may affect a wide range of infrastructure from private cars to public transit networks all with the potential to harm human life.

“Operational systems that require high levels of availability place increased pressure on the confidentiality and integrity of systems, while transport companies’ information can make them an appealing target for cybercriminals.

“For the latter, a data breach could expose personally identifiable information, like passport numbers, credit card numbers, and trip itinerary details of individual travellers.”

• Ransomware

The country’s transport sector had a 186 per cent rise in weekly ransomware attacks between June 2020 and June 2021, and while all industries observed an increase in ransomware attacks over this period, the transportation sector was especially targeted.

Attackers likely focus on transport companies because they are disproportionately impacted by the global cybersecurity skills gap when compared with other industries. The sector has not traditionally employed significant numbers of cybersecurity staff to secure their digital assets.

“Cyber attacks on the sector locally in Australia often emanate from the constantly evolving global threat landscape that is increasingly driven by or related to geopolitical events,” Sandell said.

• Wireless Connectivity Vulnerabilities

Threat actors are aware of the vulnerabilities in WiFi devices commonly used in the sector and may try to take advantage of them, especially by getting access to the WiFi range area.

“For instance, if hostile actors can utilise WiFi connections to send unauthorised signals to trains, they may be able to compromise rail networks that use WiFi-connected command centres to regulate train speeds, brakes, doors, and traffic lights,” Sandell said.

Similar risks apply to other transportation industries that use WiFi, in the air, on the seas or on the road.

• Injection Attacks

“Some transport businesses have fallen prey to injection attacks, in which malicious actors inject harmful code into a website’s data processes to obtain unauthorised access to confidential company data,” Sandell said.

“Attackers also occasionally utilise implanted code that hijack and obtain customers’ credit card information, names, passport numbers, nationalities, residences, dates of birth, and email addresses of clients or attempt the same outcome via a SQL injection attack.”

Sandell said many transport sector entities were not currently able to ‘machine-tomachine’ share cyber threat intelligence (CTI), so an industry partner was needed as the enabler/facilitator for CTI sharing and collective defence.

And that was where CI-ISAC came in.

“By taking on the role of the trusted advisor/ facilitator for intelligence exchange, CI-ISAC, as an industry-led organisation, ensures the overall quality of information flowing through its systems and out to transport sector members,” he said.

“By joining a trusted cyber community of critical infrastructure owners and operators, your organisation can join the movement to share contextual intelligence and establish a proactive approach to cyber defence.

“Cyber threat activity shared into the CI-ISAC ecosystem by one member has the potential to help others within a sector and across sectors to stop or minimise cyber threats before they impact operations.”

ACSC ANNUAL CYBER THREAT REPORT

The Australian Cyber Security Centre (ACSC) has released its latest Annual Cyber Threat Report, a key part of the Australian Signals Directorate (ASD).

The organisation, part of the Australian Signals Directorate (ASD), leads the Australian Government’s cybersecurity activities.

The document provides an overview of key cyber threats impacting Australia, how the ACSC is responding to the threat

Cybersecurity in Rail

environment, and crucial advice for Australian individuals and organisations to protect themselves online. Input is compiled from the Australian Criminal Intelligence Commission, the Australian Federal Police, the Australian Security Intelligence Organisation, the Defence Intelligence Organisation and the Department of Home Affairs.

The report stated that there was an increase in the number and sophistication of cyber threats in Australia, making crimes like extortion, espionage, and fraud easier to replicate at a greater scale.

The ACSC received more than 76,000 cybercrime reports, an increase of nearly 13 per cent from the previous financial year.

This equates to one report every seven minutes, compared to every eight minutes last financial year.

Some of the key cybersecurity trends included:

• Cyberspace has become a battleground.

Cyber is increasingly the domain of warfare, as seen in Russia’s use of malware designed to destroy data and prevent computers from booting in Ukraine.

• Ransomware remains the most destructive cybercrime. Ransomware groups have further evolved their business model, seeking to maximise their impact by

targeting the reputation of Australian organisations. In 2021–22, ransomware groups stole and released the personal information of hundreds of thousands of Australians as part of their extortion tactics. The cost of ransomware extends beyond the ransom demands, and may include system reconstruction, lost productivity, and lost customers.

• Worldwide, critical infrastructure networks are increasingly targeted. Both state actors and cybercriminals view critical infrastructure as an attractive target. The continued targeting of Australia’s critical infrastructure is of concern as successful attacks could put access to essential services at risk. Potential disruptions to Australian essential services in 2021–22 were averted by effective cyber defences, including network segregation and effective, collaborative incident response.

“A sustained disruption in one part of the critical infrastructure ecosystem has knockon effects elsewhere in the economy, and could ultimately lead to harm or loss of life, as seen internationally as a consequence of ransomware attacks on health services,” it said.

“The potential remains for cybercriminals to cause similar disruption through targeting of Australian critical infrastructure entities.”

PROTECTING RAIL INFRASTRUCTURE

So what can be done to reduce cyber risk?

Simplistically, it will involve identifying the chief assets, reviewing the security mechanisms for the data systems (encryptions, patches and backups), regular monitoring of potential dangers and frequent testing of the measures in place.

IT services leader DX Technology provided five key steps in a recently published paper on the application of cybersecurity disciplines to operational technologies (OT) in rail.

• Step 1: Establish a comprehensive understanding of the rail operational technologies, the systems, assets and networks supporting the critical rail infrastructure

• Step 2: Identify key risks, threats and vulnerabilities across all operational technologies, industrial control systems, SCADA (Supervisory Control and Data Acquisition) systems and programmable logic controllers

• Step 3: Assess the organisation’s current capabilities to secure everything on the OT network

• Step 4: Develop a prioritised strategic and tactical roadmap of initiatives to improve the security posture of the OT network

• Step 5: Deploy cyber defense solutions

Train operators need a security transformation roadmap that includes elements of cyber defense and threat intelligence to monitor everything on the network.

that protect the OT systems, detect security incidents within the network and respond with the same level of rigor provided to IT systems.

The paper stated that in today’s digital world of intelligent rail operations, risk must be assessed across all layers of rail transport and infrastructure operations, including: Passenger services: Transport operators are redefining the passenger experience with intelligent traveller and smart ticketing solutions that take advantage of mobile devices to assist passengers with their tickets, routes and connections to create a seamless travel experience.

Passenger movement is greatly enhanced by these types of solutions.

However, they have also become the victim of distributed denial-of-service (DDoS) attacks, where bad actors use malware to affect the online services and cause significant disruption to passengers.

Train operations: Train operators are implementing next-generation systems for rail cargo management, intelligent freight, mass transit control systems and intermodal connections systems that monitor and control the location, speed and condition of trains and cars, and connections to other forms of intermodal transportation.

These systems are used to optimise the movement of passengers and goods on trains and buses, making them high-risk targets for activists looking to disrupt operations.

In October 2017, a DDoS attack hit Sweden’s transportation network, crashing the system that monitors the trains’ locations, as well as taking down email systems, websites and road traffic maps. Passengers were unable to make reservations or receive updates regarding train status and delays.

Traffic management and control: One of the most significant areas of risk for OT security

in critical rail infrastructure is the traffic management and control systems that operate the rail network.

Rail control systems enable real-time management of platforms, connections, tracks and lines. The systems can be fully integrated with interlocking signalling systems, delivering remote control of automatic route setting and interlocking with a real-time live view of rail operations.

Modern railway control systems enable a high level of automation and make a considerable contribution toward optimal usage of existing infrastructure. Besides enabling the implementation of optimised timetables and flexible interlocking control, systems relieve operators of routine tasks.

However, remote access by bad actors can have a devastating impact. It is imperative to verify the identity of every user and entity trying to gain access to these systems. In many instances the main vulnerability comes down to passwords and firewalls.

Applying standard IT security principles and policies is a simple remedy to prevent unauthorised access.

More sophisticated approaches would model typical user and entity behavior analytics and raise security alerts when access requests go outside normal bounds. Safety and access management: For years, physical security has been the primary defense used to protect industrial control systems. Chain-link fencing, padlocked control boxes, closed-circuit television and security patrols kept analog signaling systems safe from attack. Today, cybersecurity is of equal importance, especially when digital twins of physical assets are used for monitoring and optimisation. These twins can be accessed remotely, requiring additional safety and access management steps.

Train operators and infrastructure operators need a security transformation roadmap that includes elements of cyber defense and threat intelligence to monitor everything on the OT network; uses digital identity and authentication and access management to verify identities of people and machines accessing the OT network; provides data protection to encrypt data across the OT network; and secures infrastructure for endpoints such as ICS (industrial control systems), PLC (programmable logic controllers), SCADA, and IoT sensors.

Rail asset management: Industrial IoT has paved the way for the Fourth Industrial Revolution, also called Industry 4.0. Industrial IoT connects assets and equipment to the internet to monitor asset performance, control asset operation and predict asset failure.

The data collected by a virtual sea of sensors enables us to optimise operations across the rail infrastructure and increase the capacity of the rail network. The result is more trains running on time for more passengers and a more reliable transportation network.

Condition-based monitoring of rolling stock and predictive maintenance programs for rail assets will organise maintenance based on remote diagnostic data.

Such data is used to predict asset failures, but hackers seek to gain access to this same data, with the potential to introduce the opposite effect — complete disruption of the rail network by misdirecting and shutting down critical pieces of equipment.

Next-generation enterprise asset management solutions offer mobile access to critical information needed at the point of service. Privileged access management and multifactor authentication are required to secure such solutions so that this information does not fall into the wrong hands.

The threats posed by cyber terrorists and the impacts.

Cybersecurity in Rail

THE RISSB RAIL STRATEGY

In 2018, the Rail Industry Safety and Standards Board (RISSB) was approached to formulate a rail cybersecurity strategy, carried out after consultation with a large number of industry groups.

Three key strategic directions were identified for successful implementation of the strategy by rail transport operators and suppliers.

• Build on what exists

Actions will align with common cybersecurity frameworks, recognised good practice, and existing organisational structure and process.

• Take responsibility

Commit to addressing cybersecurity risks within organisations and acting to manage the risk.

• Work collaboratively

Work together and share information which improves protection against cybersecurity threats to the railway.

The RISSB said that successful implementation of the strategy would require a whole-of-industry effort, with collaboration between rail infrastructure managers and rail transport operators, partnerships with suppliers, and assistance from the Australian Government.

“The Australian rail industry is widely recognised as one of the safest in the world. We can use this enviable safety record as a model for creating a culture of cyber security that can lead the way and be widely recognised as good practice,” it said.

“As the digitisation of the railway progresses, we must act together now to protect our railway cyberspace. Acting together, we can ensure strong cybersecurity capability is at the core of digitally-enabled systems delivering safe, reliable, and efficient rail services.”

The industry defined five cybersecurity objectives and the approach to work towards achieving these objectives.

1. Understanding cybersecurity risk and acting responsibly to ensure that the risks are managed

• Senior management shall accept that they are responsible for information and cyber security risk and commit to systematic and holistic risk management to reduce the hazards resulting from incidents; and

• People in all parts of the organisation shall understand the hazard that cyber security incidents can cause to rail and its importance as critical infrastructure.

2. Understanding the extent and potential impact of vulnerabilities on organisations and those that depend on it

• Organisations shall understand their cybersecurity vulnerabilities and the value

systems and the information they hold

• Organisations shall assess the cybersecurity risk to the security and safety of their people, processes and technology.

3. Appropriately protect information, technical systems, physical sites and organisations

• Organisations shall work collaboratively and holistically with suppliers, other operators and service providers to:

— protect people, assets and operations

— regularly assess the adequacy of cybersecurity.

4. Cybersecurity capabilities will be developed and managed to keep pace with evolving threats

• Organisations shall take measures to keep abreast of evolving security threats and sharing security related information in a trusted manner with other rail operators

• Organisations shall commit to assess cybersecurity risk as part of purchasing and tendering processes and to protect assets throughout their lifecycle. Organisations shall work with suppliers to ensure they understand this requirement.

5. Be prepared to limit damages from incidents

• Organisations shall work collaboratively with other operators, service providers and suppliers to develop an appropriate security incident response capability

• Industry to test and improve its ability to respond to incidents.

SECURING NEW TRANSPORT SYSTEMS

Against this backdrop of growing cyber risk, the security obligations for critical infrastructure have increased.

may be mandated – and offenders could face increased penalties for failure to comply.

This increased regulatory and legislative focus has placed the spotlight on the cyber posture of critical infrastructure entities in Australia. In the wake of recent cyber attacks, this is especially pertinent in relation to protecting valuable customer data.

Public transport systems in major cities may be captured by the Security of Critical Infrastructure Act 2018 (SOCI Act) if regarded as of national significance.

According to advisory consultants PwC, the SOCI Act views security across four intertwined pillars: cyber, physical, supply chain and personnel. This highlights the fact that cybersecurity is not merely an IT function and should not be siloed – it needs to be tackled as part of a holistic security approach.

PwC cybersecurity lead Rob Di Pietro said transport organisations have traditionally had a very strong and ingrained safety culture.

“In the context of cybersecurity, this safety culture can be leveraged, treating cyber as another safety requirement rather than merely a technology impact. Organisations that align cyber with their core values, such as safety, will be better prepared for enhanced obligations as well as the dynamic threat environment,” he said.

The positive flipside to risk, consequence and compliance is that taking a strong stance on cybersecurity enhances resilience and is a catalyst for increased trust.

“Organisations that can demonstrate how they are keeping their customers safe both physically and digitally will gain a competitive edge, as consumers are increasingly concerned with data protection and privacy. Importantly, this trust will become more crucial as the digital economy advances,” Di Pietro said.

Transport organisations must now think of new infrastructure projects as digital projects and build cyber security into their foundations.

“At its most basic, good data governance means an organisation understands where and how data is stored, who can access it, what third-party systems it interacts with, and how long it is retained.

“In the event of a cyber incident, this can enable the organisation to respond more quickly to restore systems and understand if and what data may have been compromised.

“One of the challenges highlighted in recent incidents is knowing which customers are affected and who to communicate with.

“In the event of a cyber incident or breach, good data governance makes it easier to communicate effectively and quickly with regulators, customers, third parties and other stakeholders, helping to restore confidence and trust.”

The convergence of IT and OT, physical and cyber risks, and an increased regulatory focus on cyber security all point to one thing: the need to consolidate and integrate oversight of an organisation’s security function into a single role.

Di Pietro said many organisations have

adopted a Chief Security Officer role (CSO) with the accountability, mandate and authority to recognise and manage the convergence of physical, cyber, supply chain and personnel security and drive a holistic security uplift across an organisation.

“Such an approach facilitates a coordinated and aligned approach to preparing for and managing incidents – including maintaining operational and business continuity, and effecting well-planned communications and crisis management,” he said.

He said focusing on simplicity was a powerful way to enhance cyber security efforts.

“A key reason cyber uplift programs can be challenging is the prevalence of legacy technology and its ability to interoperate with newer systems, as well as common issues associated with patching and updating legacy systems,” he said.

“This is particularly relevant to transport, where a complex mix of legacy systems and new systems with very different hardware and software lifecycles often need to be integrated.

“Reducing technology complexity is

usually looked at through cost drivers or a transformation agenda, but we’re now starting to see that it can be viewed through a cyber security lens.

“A cyber-led effort can prioritise or accelerate technology simplification to mitigate cyber and data risks.”

In short, Di Pietro stressed that cybersecurity can’t be a minor consideration. Transport organisations must now think of new infrastructure projects as digital projects and unhesitatingly build cybersecurity into their foundations.

“In the same way as physical safety should never be compromised or deprioritised when building new transport infrastructure, cybersecurity needs to be built in from the outset.” he said.

“This means following ‘secure-by-design’ principles, with the right requirements and standards in place throughout planning, design, procurement and construction.

“Such projects will be more future-fit, resilient and trusted as the threat environment continues to evolve.”

Cyber protection: the paradigm shift in railway infrastructure

With infrastructure systems becoming more digitalised and reliant on information technology, the importance of cybersecurity cannot be overstated.

Cyber threats pose a significant risk to critical infrastructure, such as transportation and communication networks, which of course includes the rail sector.

Cybersecurity must be considered an integral part of infrastructure projects and maintenance activities, rather than an afterthought or non-essential aspect. Yet why do some project managers and operators still think of cyber protection as merely a secondary add-on?

Rail Express speaks to Siemens Mobility Head of Engineering for Australia and New Zealand, Naomi Knight, and Head of

Engineering Cyber Security and Software, Owen McNamara, about why robust cybersecurity is no longer an option but a necessity, and why it should be incorporated from the very inception of infrastructure projects and be kept current throughout the entire lifetime of the asset.

“Safety is no longer just a physical aspect,” McNamara said. “It’s not just level crossing removals or physical damage to infrastructure.

“The digital transformation of infrastructure systems has made them susceptible to a range of cyber threats, such as hacking, data breaches, ransomware attacks, and sabotage, which can disrupt essential services, compromise public safety, and lead to severe economic and social consequences.

“Cybersecurity is often not front of mind because it’s something that people can’t see and

touch, they only get impacted or understand the ramifications when something goes wrong.

“For the rail industry, it’s so important that there is pre-emptive work that’s done at the start of a project that continues all the way through, not at the end when it’s too late.

“This work needs to continue long after the infrastructure is commissioned, with constant oversight and maintenance being the key to sustaining a limited cybersecurity risk.

“Having cybersecurity protections make it safer for everyone; it’s not something you can feel and touch and see like a point machine or a train, but it’s the part that is invisible that really holds everything together, particularly when cyber attacks happen.”

Knight said improving cybersecurity required an industry-wide and global approach.

There is widespread knowledge that anti-virus programs work to protect home computers, and the same principles apply on a larger scale when building infrastructure.

Siemens Mobility’s rail cybersecurity services help to analyse systems and define and implement measures to protect assets.

“We can’t take an Australian viewpoint or an American viewpoint, the whole world needs to work together to standards because this is a global topic, and almost every industry is impacted,” she said.

“The good news is there are excellent security guidelines, standards, and frameworks, e.g. IEC 62443 and now CENELEC TS 50701.

“One of the things that does disturb me is when I speak to clients, some of them don’t even have cybersecurity as one of their budget points.

“And this is really challenging. For example, a client may build a whole additional control centre to mimic their existing one in case there’s a perceived physical terrorist threat.

“But they may not have actually created any budget for cybersecurity and I think that we’re potentially lagging behind in understanding the seriousness of cyber threats and the prevalence with which they occur.

“Currently the whole industry is moving more towards automated systems.

“And clearly when you’re using automated systems for railway operations, the risk is higher, so you have to protect them in a stronger and more complex way.

“It is critical for cybersecurity to be a fixed budget item on all infrastructure projects, transport or otherwise.”

McNamara said the cyber problem would never “be solved”. “The problem’s going to be forever growing and growing, new viruses and attacks are being created every day,” he said.

other industries due to cyber attacks, and it’s the consequence of ignoring the attacks that is the issue.

“The cybersecurity threat is only going to get worse and the criminals are becoming smarter and more determined.”

Some sell cybersecurity tools to other criminals, and there are companies that recruit programmers for solely this purpose.

“Most rail operators realise this and they’re increasing their focus on cybersecurity, but it’s a never ending and constantly evolving task.”

RISK IDENTIFICATION

A closer analysis of cyber incidents in the rail sector has shown that ticketing, passenger information, CCTV, on-board Wi-Fi and entertainment systems are impacted.

“However, due to increasing system interconnections, most signalling, control and telemetry are becoming more vulnerable to such attacks,” McNamara said.

“Attacks are being attempted every day. Most are deliberate with malicious intent but sometimes a security incident is the result of a user mistake. Either way the question is how well prepared are operators for that? Do their systems prevent it, minimise the damage caused and enable them to recover quickly and keep the trains running?

“The question is how much investment is needed to effectively deal with these risks?

“In traditional IT, companies typically spend

includes spending on security hardware and software, professional training and salaries, process development and maintenance.”

McNamara said the level of risk is analysed by identifying the threats, vulnerabilities, likelihood of those being exploited and the impact of a successful attack.

“Attacks can range from accidental misuse to malware or ransomware used by cyber criminals and nation states,” he said.

“In addition, there is no such thing as a perfectly secure system as every softwarebased system has vulnerabilities. The number and severity of the vulnerabilities will depend on the system’s age, how well it was designed and how well it is maintained.

“The risk of unwanted impacts such as safety, financial and reputational damages generally increase with the number of vulnerabilities and if the system is seen as an easy and attractive target.

“Even with unlimited resources, no one can remove all vulnerabilities. Defining the risk appetite, ie which risks need to be addressed and which risks need to be accepted or transferred, is primarily a business decision.”

SIEMENS SOLUTIONS

Siemens Mobility has recognised that the rail industry is missing practical guidance on how to apply cybersecurity to both legacy and new systems.

“Experience tells us that there is no one-size-fits-all rail cybersecurity solution. A train, for example, is quite different to an interlocking or CBTC system, hence a tailored approach is required,” McNamara said.

“Siemens Mobility has gained practical cybersecurity experience as a provider and service partner for global rail operators over the years, and we offer cybersecurity solutions in all of our products and contracts.”

This includes the large portfolio of rail projects in the Australasian region that Siemens Mobility is involved with, from the west coast of Australia across to New Zealand.

McNamara explained that a passenger train typically uses three networks to smoothly travel from one point to another.

“It all starts with the passenger network that enables travellers to do such things as watch videos and write e-mails,” he said.

“The operator network comes next. This network displays the next stop and manages systems like the the air-conditioning and ventilation, among other things.

“The final system is the one that controls the train itself. It is a system to which only a very limited number of individuals have access.

“Interfaces connect the networks to one

The digital transformation of infrastructure systems has made them susceptible to a range of cyber threats.

Cybersecurity Solutions

another. The display system in the operator network can be connected to the Cloud, a feature that enables information about train connections in the next train station to be shown.

“It is a densely woven web of systems that, given all of their complexity, have to be protected from intruders – individuals who are committing crimes in the process.”

And this is where Siemens comes into play. “As specialists in Mobility as a Service (MaaS), our job is to safeguard the systems against every conceivable attack scenario – for example by using encryption, firewalls and intruderidentification systems,” McNamara said.

Not all systems need the same amount of protection. The use of differing levels of cybersecurity is part of a risk-based concept that is designed to provide adequate security at acceptable costs.

The risk faced by a network is determined on the basis of three factors: first, a potential attacker is defined – the spectrum can range from just a bored passenger with hacker expertise to criminals with visions of blackmail in their minds.

Next, cybersecurity experts think about the barriers that an attacker would have to overcome if a chink in the armor were found.

Finally, they determine how easy it would be for someone who exploited such a vulnerability to use it for malicious purposes.

“The risk assessment is based on a combination of these three factors. The greater the potential threat, the higher and stronger the barrier that will be erected,” McNamara said.

“Cybersecurity really starts at the very beginning of a work project: we assess each tender at the very beginning for just how much cybersecurity is needed.

“We look at what risk there might be to a particular system. We carry out a technical assessment and look at the architecture and whether we need to change it, whether we need to isolate certain parts of the system more from others from a security point of view.

“Part of our process is to look at the products that are in the system. And we might recommend a more secure product if needed.”

Siemens adheres to the cybersecurity requirements laid down in specific policies, standards, and baselines around the world.

In addition to the Business IT systems being certified to ISO 27001, the Siemens Mobility rolling stock and product development lifecycles have been certified to IEC 62443-4-1. This standard confirms that the cybersecurity of the train components regarding control and information systems, as well as public and operational information technologies,

is ensured throughout the entire product development process. A number of products are also being certified to IEC 62443-4-2.

To help make the digital world more secure, Siemens has aligned with companies around the world to form the Charter of Trust.

“Europe has a new regulation on cybersecurity for critical infrastructure and that will definitely require new security measures placed into all products that come out of Europe,” McNamara said.

“The US is doing the same too, so everybody is acting on this, which is good.”

Knight said her team followed Siemens standard practices in order to deliver a positive outcome for clients.

“We guide customers through the staged approach we take to deliver a cybersecurity outcome,” she said.

“Most of our clients that we’re operating with have a telecoms network that is utilised solely for the purposes of their signalling infrastructure.

“And so the cybersecurity is about protecting themselves from any potential issues or threats, but also about managing their infrastructure correctly, so we’re giving them advice on how to manage the connections into their network and what firewalls, etc, to provide.”

Both McNamara and Knight work closely to develop a team of dedicated cybersecurity experts in the region, leveraging off international training and the use of a global team of SME from within Siemens.

“They’re not all specifically cybersecurity engineers, but also people from the signalling, comms, SCADA, control centres, and such. We like all of our engineers, across the business, to have, at least, an appreciation of cybersecurity threats and the best designs to protect our clients against them,” Knight said.

“We are tasked with running training across the national team to make sure that everyone is informed about specifics of each product: “how to do a particular design, what to recommend to a client, how to answer risk assessment and how to do some of our tender level responses to cybersecurity questions,”.

Knight said Siemens offered the protection all the way from the very inception of a project through the delivery and into the maintenance arena, and ultimately into the disconnection and retiring of the product.

She said it was important for operators to consider the security of a system in its entirety.

“Some clients ask us to put a signalling system overlaid onto an existing communications network and control center to achieve security,” she said. “So it’s a piece of heritage engineering overlaid with a piece of brand new engineering.

“We have developed products that provide more overall security, enabling people to assess the security of the existing product and protect a newer product against the risks of the current one.

“We’ve got the backing of Siemens globally behind us and a lot of tools and products available to us to offer to our clients locally in Australia and New Zealand.

“Any insecure digital solution cannot be considered smart. Even if a system is safe and secure right now, how long can this be expected to last?

“Strong cybersecurity is the foundation and driving force behind any digital solution.

“It must be a continuous and ongoing process involving cybersecurity standards, industry guidelines and best practices, not just from the industry working together but also from other IT applications.

“And it must be taken seriously.”

Siemens has taken cybersecurity to a new level.

The flipside of digitalisation

Strong protection mechanisms require adapted levels of cybersecurity by manufacturers and operators, compliant with security standards and with a comprehensive approach for new and legacy systems.

But as Alstom cybersecurity vice-president Eddy Thésée warns, there are inherent cybersecurity risks with all core digitalisation uses.

There are three main threats:

• Firstly, command and control systems are at the forefront of digitalisation and are designed to regulate signalling and ensure safety

• Rail traffic and operations, which focus on maximising efficiencies and safeguarding timetable adherence, are increasingly reliant on sensors, software, electronic communications assets and connected devices that require secure connections and data protection

• Finally, there is the passenger facing applications, which relies heavily on secured interaction with central systems.

CYBERSECURITY PRESSURE POINTS

“Digitalisation provides a wide scope of benefits across all three of these core operations, and their interdependence on each other is critical to ensuring smooth operations,” Thésée said.

“No one branch of the business can operate independently, nor can its cyber strategy operate in isolation.

“Automation, heavily reliant on software, is an obvious example of an increasingly digitalised operation that has significant implications for cybersecurity.”

Alstom’s innovative signalling solutions are helping to revolutionise railway communications, by reducing trackside objects and making available more intelligence and functions into each train.

Equipment that is retained trackside is now also “smarter” and more technologically advanced. Digitalisation is also paving the way for more predictive maintenance, allowing software to identify faulty or failing equipment before it fails, Thésée said.

This reduces the need for maintenance work, allowing maintenance staff to be redeployed to other areas of operation with staffing needs.

“All these innovations, however, need to work hand-in-glove with cybersecurity strategies that protect data, software, connectivity, and the hardware that processes and manages it,” Thésée said.

“More digitisation means more digital components and interconnections between systems, bringing with them more possible areas of exposure. In short, the “attack surface” is larger and potentially more exposed.”

As a leader in railway transport, Alstom addresses the entire cybersecurity life cycle.

Alstom can help rail asset owners and operators undertake risk analysis and understand where their vulnerabilities lie and react proportionately. From building a new line to launching a new type of train or upgrading or operating their transportation systems, the cybersecurity architecture framework is defined by what operators want to protect, the likely impact of the risks and where they come from – the internal system, inside the supply chain or from external threats.

CYBERSECURE FROM INSIDE AND OUT

Alstom firmly believes that cybersecurity should be placed at the heart of a railway company’s culture of excellence.

This involves not only developing cybersecurity expertise but also aligning cybersecurity and rail operations teams.

Training and development of a cybersecurity culture, compliant with the industry standards and regulations, creates a firm and common ground.

“Besides being heavily involved in their

definition and deployment, we address the entire cybersecurity lifecycle from the inside and outside by meeting the highest industry standards for information security, ISO 27001, international cybersecurity standard for industrial control systems IEC 62443, as well as the specific railway standard TS50701,” Thésée said.

Designs for all new Alstom projects prioritise cybersecurity alongside traditional engineering and safety considerations.

All Alstom product development is undertaken on a “secure by design” basis, starting with a comprehensive risk analysis and an architecture framework that is heavily focused on integrating cybersecurity.

All systems developed, deployed, and maintained by the company are equipped with protection defined to safeguard operations against cyber threats.

“This includes implementing systems with design features that provide operators with the flexibility to make relatively easy and affordable modifications in line with future security needs,” Thésée said.

“Railway operators must deal with a combination of new and legacy systems. It’s vital that these assets are included in a comprehensive cybersecurity strategy to minimise risk – both now and in the future.

“The challenges are not insignificant: a poor design that does not guard against evolving cyber threats can compromise the safety and operational response of entire networks.

“The need for cybersecurity to be a day one consideration in the development of any new project is therefore stark.

“Cyber threats are constantly evolving – and so too should industry strategies to deal with those threats.”

As rail networks digitalise, risk exposure increases, reinforcing the need for a robust strategy to secure information, infrastructure and rolling stock.

Rail traffic and operations are increasingly reliant on software and connected devices that require secure connections and data protection.

Joining forces for a greener future

The Victorian Government’s ecologiQ sustainability program is leveraging the state’s significant infrastructure investment to boost the use of recycled and reused materials, make these products business-as-usual and build local markets.

The initiative will host a three-day conference at Melbourne Convention and Exhibition Centre to bring together leaders in sustainability, infrastructure and research to plan pathways to a greener future and explore how to take it even further.

The event, from September 18-20, builds on the resounding success of last year’s inaugural conference, which was attended by almost 900 industry leaders across the infrastructure, government and sustainability sectors.

The trade hall was brimming with innovative suppliers and manufacturers of recycled products and led to some incredible success stories.

One of them was OC Connections Enterprises – an Oakleigh-based social enterprise that employs people with disabilities and manufactures 100 per cent recycled traffic bollards.

The conference resulted in construction teams ordering more than 4000 bollards, while other suppliers of products made with recycled material – including recycled plastic railway sleepers and pavement made from discarded tyres – have also reported a boost in sales.

This year’s trade hall will be filled with even more makers of waste-to-resource products, who are a growing part of Victoria’s $31 billion manufacturing industry.

The sector is in a prime position to supply the resources needed to deliver the Victorian Government’s transport infrastructure projects and beyond.

As Victoria transitions to a circular economy, these businesses will take on even greater importance. ecologiQ will connect them to a sustainable pipeline of demand, using a program called the Recycled First Policy to drive action.

The initiative requires constructors on Victorian Big Build projects to optimise their use of waste materials. It has resulted in almost three million tonnes of recycled materials being committed to transport projects – more than enough to fill the MCG.

The Victorian Government’s Recycling Victoria plan underpins these efforts with funding to grow recycled material suppliers.

The transition to a circular economy is anticipated to create 3900 new jobs and boost the economy by up to $6.7 billion.

The economic, social and environmental impact of establishing a circular economy will be detailed during the conference, which will feature a range of keynote speakers, panel discussions and networking events.

Major Road Projects Victoria Program Services and Engineering director, Alexis Davison, said he was proud that Victoria’s biggest road and rail projects had been such a powerful force for positive change in driving a circular economy.

“Our continued ambition will ensure Victoria stays at the forefront of innovative use of recycled and re-used materials,” he said.

“The flow-on economic, environmental and social benefits of Victoria’s transition to a circular

Victoria’s manufacturers and suppliers of green construction materials will be showcased to the world this September, as ecologiQ’s Greener Infrastructure Conference returns.

The inaugural conference was attended by almost 900 industry leaders across the infrastructure, government and sustainability sectors.

More than 4000 bollards were ordered from OC Connections Enterprises at last year’s event.

A railway station for the future

Importantly, Liverpool Street Station’s unique heritage features will be protected, with the plan sensitively restoring and showcasing the facility’s heritage architecture.

Go to Liverpool Street Station and collect £200. That’s how most non-UK residents know of the name, one of the four railway locations used in the original version of Monopoly.

In reality, the central London railway terminus – also known as London Liverpool Street – serves as a gateway to the UK’s capital, and is a major part of the London Underground rapid transit system.

Yet despite being the capital’s main transport hub, significant changes are required for the station to become fully inclusive. It is one of the most difficult to access for people with disabilities and offers a poor passenger experience for those with small children and luggage, with only one accessible lift serving the mainline station and no step-free access to most London Underground platforms.

But now, with a £1.5 billion facelift on the way, it’s set to become one of the leading landmark train stations in the country, servicing the surrounding communities, and even likely to entice more visitors from abroad, as they make the switch from board game to Britain.

The transformation will see vital capacity upgrades to the station as part of a new sustainable developed hotel, office, retail and leisure precinct, combined with new public and green spaces.

MTR will utilise its well-known Rail + Property (R+P) model to deliver the city shaping development and has partnered with Sellar, UK developer of London Bridge Quarter and Paddington Square and Network Rail, which owns most of the railway network in the country.

The site last underwent a major upgrade in the 1980s, but with about 135 million passengers now passing through it annually, it has become overcrowded and lacking in connectivity. This will be improved by a £450m package of significant infrastructure works, which prioritises accessibility and speed of transit improvements.

For example, the renovation includes step-free access across the station, the number of lifts in the station will be increased from one to seven and six more escalators will also be installed.

These include the grade II-listed historic elements on the 19th century façade and all Victorian era parts of the adjacent Andaz (Hyatt) hotel and sensitive adaptations to the building that allow it to connect to the concourse, creating a new public realm.

A four-lane, 25-metre pool heated by surplus heat from the offices will allow swimmers to enjoy open air swimming all year round, and a padel court will become the first in the City of London. Both will be available to the public, while a rooftop café, with outstanding views over the city and to St Paul’s, will also be open to visitors.

The developers are aiming to minimise the carbon footprint by using measures that conserve energy and water. The construction process will be electric-driven, while rain water will be harvested and grey water recycled. Solar panels will be built on the roof and there will be extensive planting across the development.

MTR UK chief executive Steve Murphy said the business was honoured to offer its vision

London’s busy Liverpool Street Station is set for a makeover that will make it far more accessible to users.

Liverpool Street Station’s unique heritage features will be protected.

of a railway station for the future, following in the footsteps of its involvement in operating the urban-suburban Elizabeth Line on behalf of Transport for London.

“Our vision is to create a world-class gateway to our great capital. The upgraded station and surrounding environment will serve everyone who passes through, providing an inclusive, accessible, and transformative space,” he said.

“MTR has unique experience in rail-related property projects and is proud to be part of creating a sustainable landmark destination that will connect, build, and support thriving communities.

“Our proposal will greatly enhance the experience of passengers, visitors, and office workers. Importantly, the local community will also gain significant advantage from access to new facilities, cultural offerings, and unique public spaces both in and around the station.”

Sellar chief executive James Sellar said passenger numbers in a post-COVID setting were rebounding quickly, and it was vital to invest in London’s transport infrastructure to ensure it was fit for the future.

“The upgrades to Liverpool Street station are essential in helping London maintain its status as a world-class city and encourage people back to the capital by significantly improving the experience for the station’s millions of users and commuters,” he said.

“The plans will create one of the most sustainable destinations in the Square Mile, including a rooftop garden and City Lido, both accessible to the public.

“The office, hotel and leisure components above the station will be designed with the highest environmental and wellness credentials and will enable the £450 million of vital station upgrades at no cost to passengers or the taxpayer.

“Our entire approach prioritises protecting and enhancing the historic elements of both the Great Eastern Hotel and of the station itself. The original Victorian railway sheds at Liverpool Street station will not be touched but will be celebrated by opening up new views to and through them.”

THE MTR MODEL

Murphy said that the R+P model removes the risk and burden on the taxpayer, while delivering innovation.

“Our Rail + Property model is a business strategy that involves combining the development and management of railway infrastructure and services with property development around stations and transit hubs,” he said.

“The idea behind this model is to make public

opportunities that arise from the increased demand for connectivity and accessibility.

“The R+P model uses careful planning, coordination, and stakeholder engagement throughout the process.

“It’s critical to align, balance and mitigate the social, economic and environmental impacts of any development, not just to ensure the longterm sustainability and resilience of the project, but to maintain support at Government level.”

Apart from Liverpool Street Station, MTR believes there are many opportunities where the R+P model can be deployed.

The financial advantages of the R+P model have been proven over many decades.

and help bridge the funding gaps.

MTR Director of Property and International Business, David Tang, said that the model enabled MTR to expand the railway network and build new communities without the need for direct government funding.

“We would like to see if our model could be adapted or applied in other locations to support infrastructure development in cities that are looking at use value-capture or find other ways to ease the pressure on the public purse,” he said.

A decision by the City of London Corporation on the Liverpool St Station plan is expected in 2024.

The transformation will see vital capacity upgrades to Liverpool Street Station.

The proposed exterior to the facility.

John Holland sends the right signals

John Holland’s involvement with rail projects includes everything from design and construction, testing and commissioning, through to operating and maintaining worldclass transport systems.

So, what sets John Holland’s Rail and Transport team apart?

It’s the in-house skills and knowledge of their people, along with the specialist plant and equipment required to deliver rail services and maintenance that truly creates value and certainty for clients.

John Holland’s capability in rail services and maintenance spans:

• Track work

• Overhead wiring

• Power and electrical

• Signalling and communications

• Signalling design, testing and commissioning.

John Holland’s Executive General Manager – Rail and Transport, Steve Butcher, tells Rail Express that the organisation’s people are delivering complex signalling projects, upgrades and maintenance to critical rail

infrastructure right across Australia and New Zealand’s major cities.

“We’re a national team with the flexibility to serve clients everywhere. We have rail services teams based in Victoria, New South Wales, Western Australia, and Wellington and Auckland, meaning we can deliver works across Australasia,” he said.

“The rail services signalling team works across the disciplines of track and civil, power systems and electrical and overhead wiring.

“This means the team can offer comprehensive solutions and services to customers and projects.

“Often our clients turn to us for the more technical or complex works because they know we have the skills, capabilities and experience to deliver with certainty.”

The Rail and Transport team covers all facets of signalling, from off-site manufacturing and testing of signalling equipment housings, through to all site installation and testing works – cable installation and termination, trackside

trackside equipment box modifications. This is supported by a local civil team who can install equipment foundations and undertake route works.

Butcher said that what sets John Holland’s rail services team apart from others is that it also has its own plant division that supplies inhouse cable trucks, winch utes, elevated work platforms (EWPs) and a variety of small plant and tooling to support all aspects of signalling construction works.

In Victoria the signalling team has the competence to work on all three Accredited Rail Operator (ARO) networks – Metro Trains Melbourne, V/Line and ARTC.

“The team’s major client is Metro Trains Melbourne, through a number of alliances including those of which John Holland is a joint venture partner – Rail Network Alliance (RNA), North Western Program Alliance (NWPA) – as well as working on Western Program Alliance, Metropolitan Roads Program Alliance and Southern Program Alliance, as a subcontractor,” Butcher said.

CASE STUDIES

North Metropolitan TAFE (WA)

METRONET Trade Training Centre

In WA, the expertise of John Holland’s signalling team provides a one-stop-shop for clients, with the capability to deliver all types of signalling services.

John Holland has a proud history as a leading infrastructure, building, rail and transport business across Australia and New Zealand. In the rail industry it’s committed to being a leading provider of end-to-end rail and transport solutions.

John Holland delivered the North Metropolitan TAFE (WA) METRONET Trade Training Centre.

The company is involved with the Rail Network Alliance, which is delivering integral works that will support day one operations of the Melbourne Metro Tunnel.

Facility, and was involved in:

• Stage 1: Early Contract Involvement (ECI). This saw the team provide signalling expertise to help the client develop the signalling solution for the training facility

• Stage 2: Design of the signalling facility and the key signalling system for training purposes

• Stage 3: Procurement of materials after design approval

• Stage 4: Fabrication of signalling location cases and associated systems in the Canning Vale signalling depot

• Stage 5: Site construction, both civil and electrical stages

• Stage 6: Testing and commissioning of the signalling system

• Stage 7: Handover and training to TAFE staff

The facility is the first of its kind in WA, which provides a specialist, multi-use training facility allowing students to study and gain access to specialised and local knowledge, without the need to travel interstate.

North Metropolitan TAFE’s training facility, built to support the METRONET program, is more than delivering a signalling project – it’s about supporting the WA Government to invest in the state’s future of rail.

In the past students had to travel to the east coast for training, but they now have a purpose-built facility on their doorstep, eliminating the need to travel interstate and retaining local talent within WA.

facility. We’re committed to investing in the future of the rail industry and the talent of tomorrow – and facilities like these do just that,” Butcher said.

This project was able to draw on the expertise of the WA signalling team to partner with the client to deliver this project.

As one of the only rail providers in WA with dedicated signalling and communications experts in-house, John Holland was wellequipped to both understand the fundamental requirements for such a facility, and develop solutions and innovations to deliver a state-ofthe-art rail training centre.

As a result, John Holland was selected for the ECI process, which included the design, procurement, and management of donated materials for the training centre.

Following the ECI, John Holland was awarded the contract to construct and commission the training facility, which is operated by North Metropolitan TAFE (Midland campus).

The facility provides students access to high quality, simulated practical training in rail signals. This provides opportunities to upskill internal staff as well as the WA railway community.

John Holland’s focus on customer service and unique end-to-end in-house capability helps to streamline project delivery, reduce interfaces, and ensure value for money.

This was seen in the building of the

METRONET Trade Training Centre, which was delivered safely, ahead of time and on budget.

“Our proactive communication approach strengthened relationships with the client and key stakeholders, and facilitated seamless delivery of the project. Positive feedback was received from client representatives throughout the entire life of the project,” Butcher said.

“The John Holland rail and transport team are proud to work with the WA Government to ensure that the future of our rail industry remains strong, while transforming the lives of public transport users as well as the wider community.”

Transport for NSW digital systems program

In New South Wales, John Holland’s signalling team is delivering the digital systems program for Transport for NSW.

This project will transform the Sydney Rail network using world class technology to create high capacity, turn-up-and-go services to meet growing demand.

In the coming decade the project will replace legacy signalling and train controls with modern, internationally-proven intelligent systems based around European Train Control Systems (ETCS) Level 2 technology.

“Our expertise to deliver all of the installation works to provide certainty of delivery meant we were successfully named the installation subcontractor to Siemens,” Butcher said.

The works that John Holland is delivering include upgrading existing interlockings, installation of Radio Block Centres, lineside equipment housings and lineside cabling, and installation and modification to existing cable routes.

In addition, crews are upgrading existing train detection to axle counters, and points interface circuit modifications.

Butcher said it was John Holland’s capability to deliver on all parts of rail that first drew him to the company.

“I’m really proud to lead a team that can connect all parts of the rail and transport life cycle,” he said.

“As a leading end-to-end provider of rail and transport, we not only deliver the design and construction, but also have the in-house capability – skilled and experienced people, specialist equipment and innovative solutions – to deliver value and certainty for our clients.

“Experience in all of these areas means that we’re thinking of the whole project lifecycle – to create better outcomes for our people, our customers and project partners, and the communities in which we work.”

Innovative flashbutt welding solutions on the cutting edge

The original equipment manufacturer – whose parent company is based in the US – boasts products manufactured by engineers with more than 50 years of combined experience, trained at the EO Paton Institute in the Ukraine and who have served some of the best international companies in the industry.

This experience is utilised to create quality products that surpass expectation, including container welders, excavator welders, fixed plant welders and more, all available in various configurations.

Backed by more than 50 combined years of experience, the executive leadership of parent company RW Equipment & Consulting LLC has worked with some of the highest profile private and public firms around the world, focusing on safety, quality, and customer requirements.

For example, its engineers have extensive

experience working with the Paton group of companies, including EO Paton (Hong Kong) Limited, the Paton Welding Institute in the Ukraine, and EO Paton International Holding in Canada.

As RW Equipment & Consulting Australasia (RWECA) technical advisor Matthew Reilly tells Rail Express, the business – with its head office located in Western Australia – is proud to be a leader in technological advancements within the rail welding industry.

“Our focus is on delivering innovative and cutting-edge solutions that consistently meet the highest standards of quality, safety, and efficiency,” he said.

The company’s capabilities include:

• Manufacturing and assembly:

It specialises in the manufacturing and assembly of mobile flashbutt welders in various configurations, ensuring strict

adherence to specifications and the highest quality standards.

Its expertise allows it to provide customised solutions tailored to specific project requirements.

• Installation and maintenance:

RWECA excels in the installation and maintenance of welding equipment at customer sites.

Its skilled technicians ensure the proper functioning and optimal performance of the equipment, guaranteeing seamless operations and minimising downtime.

• Process qualification:

With in-depth knowledge and experience, the company actively assists in the qualification of the flashbutt welding process.

Its team conducts rigorous tests, analyses data, and provides recommendations for process improvements, ensuring the highest levels of quality and efficiency.

RW Equipment & Consulting Australasia is fast gaining a reputation as a high-level specialist in flashbutt welding equipment and services for the rail sector.

The containerised RW30 welder unit.

Reilly said that by partnering with RWECA, customers also have the opportunity to contribute to the advancement of rail infrastructure through the cutting-edge welding technology.

“We value innovation, professionalism, and a passion for excellence in all aspects of our work. Our goal is to forge lasting partnerships and provide unparalleled expertise that enables your projects to succeed,” he said.

He said the company was guaranteed to have what its customers needed.

“Our range of ancillary support equipment also includes weld head stands, heavy duty A frames, weld crates and attachment cradles,” he said.

“With a vast array of metallurgical knowledge, our engineers will ensure machines are capable of producing quality results and products every time.”

Reilly said the company went above and beyond to source the quality materials to manufacture all spare parts.

“As we control the entire process from design through to manufacture, customers can be assured that our products are of the highest standard and have all passed our rigorous testing procedure,” he said.

THE PRODUCTS

• RW20 container welder

The RW20 is a self-contained, ready-forservice rail welding system. It is perfect for mass production of rail string in shop (static) condition or in track welding.

• RW30 and RW50 container welder

These containerised welder are also selfcontained, ready-for-service, rail welding systems which can be used for production welding of long welded rail in a static arrangement, or alternatively mounted to a

track machine and used for in-track welding for either track maintenance, or full renewal including destress capability.

• RW1000 stationary flashbutt welding plant model

The RW1000 is designed for high pace, mass production welding under stationary conditions, with flash removing immediately after welding.

It is also available in a containerised option which makes it easy for mobilisation and set up even in remote areas.

HEALTH AND SAFETY

“At RWECA, we are committed to providing a safe and healthy workplace for all our workers and visitors,” Reilly said.

“It is our aim to integrate Workplace Health and Safety (WHS) considerations into all aspects of our business operations, and to comply with all applicable WHS legislation and regulations.

“By identifying potential hazards to a certain environment, developing best practices to reduce or remove those hazards, and then training employees for accident prevention and response – health, safety and environment is at the forefront of everything we do and every decision we make.”

HISTORY

Reilly said his rail industry journey started in mid-2013, when he specialised in heavy haulage operations.

“My initial experience involved working with early model EO Paton machines, which sparked my fascination and passion for the welding process and the machines themselves,” he said.

“During this time, I had the opportunity

to build strong relationships with both the manufacturer and subject matter experts in the field.

“As our team grew, we focused on transforming a large fleet of underutilised machines into a high-performing fleet through the implementation of effective maintenance strategies and processes.

“This experience served as a driving force behind my admiration for these machines and led me to pursue a role as the flashbutt Subject Matter Expert (SME) at BHP.

“In this new role, I had the privilege of delivering a new fleet of machines while continually pushing the boundaries of welding technology to achieve positive and impactful results.”

Reilly said that it was during this phase that a gap in the market was identified —a lack of sustainable suppliers with direct connections to the engineers and builders of these units.

“With the strong relationship I had developed with the chief executive of RW Equipment & Consulting LLC, Chuck Ewing, we took the bold step of founding RW Equipment Australasia,” he said.

“Our team members share a common goal of providing the best possible service to each of our clients. By harnessing our collective knowledge and expertise, we ensure our clients receive maximum value from our machines.”

To further enhance its services, RWECA appointed Daniel Parry as on-site SME for its first major client.

“Daniel has already made a significant impact, generating extremely positive results,” Reilly said.

“Additionally, he made the decision to establish a permanent base in the Pilbara, making us the first company of its kind to have a dedicated presence in the region.”

Reilly said RWECA was driven by the passion for welding technology and commitment to delivering outstanding outcomes for its clients.

“By combining our extensive industry knowledge, strong relationships, and strategic location, we aim to provide sustainable and cutting-edge solutions that exceed our clients’ expectations,” he said.

“We invite operators and businesses to experience the RWECA difference, where our dedication to innovation and excellence drives the future of rail welding technology.

“Contact us today to discuss your specific needs and explore how we can support your rail infrastructure projects.”

The RW20 is a self-contained, ready-for-service rail welding system.

World-class conference gets inside construction industries

Melbourne’s

The Inside Construction Expo, the first of its kind, is an event dedicated to major commercial and civil projects in the Australian construction industry, providing the ideal environment to present and discuss solutions to the complex challenges the construction industry faces.

Across the two days, a world-class exhibition will showcase construction equipment and companies; industry leaders will present in an educational conference on the issues facing the construction sector; and the best people, projects and innovations from across the Australian construction industry will be recognised at an Awards Gala.

The centrepiece to the event will be Victoria’s Big Build, expanding out to showcase construction on other significant infrastructure taking place around the state.

With a robust conference program featuring top level speakers, a world-class exhibition showcasing the latest in equipment and technology, and the Inside Construction Foundation Awards celebrating talented industry individuals and businesses, the Expo is a must-attend event.

The significant investment growth in construction and infrastructure projects across Victoria in recent years makes Melbourne the ideal location for the Expo’s launch. Set to connect major constructors with original equipment manufacturers, subcontractors and operators, Expo Events manager Lauren Winterbottom said the event was positioned to further foster the successful delivery of projects currently in the pipeline.

“Inside Construction Expo was created to fill the apparent gap in events targeted at major commercial and civil projects,” she said.

“With such a large investment in infrastructure, we’re seeing the best in new industry developments – from safety to technology – rolled out before our eyes.”

In the 2022-23 Federal Budget, the Government increased its 10-year infrastructure investment pipeline to a record $120 billion.

The 2022-23 Victorian Budget outlines $85.3b in general government spending on infrastructure over the next four years.

There’s a plethora of projects planned nationwide for the coming years, but considerable industry challenges remain.

Inside Construction Expo 2023 will provide a platform to canvass solutions to the issues hampering the commercial and civil construction sectors.

With four stages across the event – focusing on Health, Safety and Wellbeing; Training, Education and Careers; Digital Transformation and Connectivity; and Construction Productivity – there will be a wealth of industry information and solutions on offer.

“Throughout the conference attendees can expect to hear from executive-level representatives from Australia’s major constructors and suppliers, alongside research and education bodies and government figures,” Winterbottom said.

“The exhibition show floor spans up to

15,000 square metres across 10 bays and will display the latest in construction machinery and equipment.”

PARTNERSHIPS AND SPONSORSHIPS

Inside Construction Expo is backed by support from a number of valued organisations and media partners.

Without this support, Winterbottom said the event would not be possible.

“We’re pleased to be partnering with industry associations and peak bodies to bring Inside Construction Expo to life,” she said.

“Specialist in assembly and fastening materials Wurth Australia has come on board as a supporting sponsor for the Expo, and intelligent positioning solutions provider Position Partners is proudly sponsoring the conference.”

“In the lead-up to the event, more than 19 industry-leading publications continue to extensively cover the latest in Expo news reaching more than 80,000 decision-makers across multiple sectors.”

Current association partners include The National Association of Women in Construction; The Working at Height Association of Australia; The Concrete Pumping Association of Australia; The Institute of Quarrying Australia; The Crane Industry Council of Australia; The Formwork Industry Association; Landscaping Victoria

premier construction and infrastructure event, Inside Construction Expo 2023, is set to boost the transformation of the commercial and civil building sectors.

The Inside Construction Foundation Awards will celebrate talented businesses in the infrastructure industries.

‘Master Landscapers’; and The Piling and Foundation Specialists Federation.

Exclusive sponsorship packages are now available to promote your corporate identity and to advertise your products and services leading up to, during, and post-event.

FOUNDATION AWARDS

With a focus on showcasing the initiatives that seek to promote core standards around safety, diversity and environmental sustainability throughout major and local projects, the Foundation Awards will be a premier event on the construction industry calendar.

They provide a great opportunity to acknowledge colleagues, and the projects and companies driving positive change within the construction and infrastructure industries.

There are 10 categories.

The Rising Star of the Year category recognises an individual aged 35 years or younger at the date of nominations closing, who has impressed their colleagues and counterparts with their contribution and impact to their organisation, and excellence in service.

The Industry Leader Award recognises a leader who holds a senior position (executive, manager, director, or equivalent) in a private, not-for-profit, or government organisation who has effectively shaped their business’ success,

and continues to do so, leading to progress in breaking down barriers and creating new career prospects for the next generation.

The Operational Excellence Award recognises an individual or team that has achieved demonstrable improvements in efficiency, best practice Occupational Health and Safety, and impeccable records.

The Sustainability Initiative of the Year category, sponsored by SAMI Bitumen Technologies, recognises a company with a product, technology, system, initiative or project that has developed or carried out an innovative, environmentally focused, sustainable program to protect, preserve and/or rehabilitate the natural environment, contributing to decarbonisation and/or reducing waste and/or waste emissions.

The Safety Program Award recognises a program, project or initiative aimed at promoting and improving safety, either within a business or across the broader construction industry.

The Technology Solution Award, sponsored by FRAMECAD, recognises a supplier of technology to a construction business, equipment manufacturer or subcontractor that improves a process, delivering tangible benefits across financial, safety or sustainability measurements.

The Major Project of the Year – Commercial

The Major Project of the Year – Government category recognises the completion of a stage of a state-funded project, or complete project delivery, that has been delivered with demonstrable results in the areas of budget, safety, social target and sustainability.

The Local Government Project of the Year category recognises the completion of a stage of a local government project, or complete project delivery, that has been delivered with demonstrable results in the areas of budget, safety, social target and sustainability.

PLAN YOUR ATTENDANCE

Whether you’re a project manager, superintendent or an engineer, all professionals in the field of construction are invited to attend Inside Construction Expo 2023.

Registration is completely free for both the exhibition and conference. You’re welcome to come and go as you please and curate a conference experience that suits you.

As the construction industry continues to face ongoing challenges, from skills shortages and lack of digitisation to poor productivity and inadequate safety management – this year’s Inside Construction Expo will encourage transformation and a brighter future for the sector.

If you’d like to attend, exhibit, submit a presentation or become a sponsor visit

The centrepiece of the event will be Victoria’s Big Build.

Thousands flock to career expos to learn more about rail opportunities

The Australasian Railway Association (ARA) has been attending various careers and job conferences in recent months to highlight the many work opportunities that exist in the rail industry.

In late April this year, it launched its Work in Rail website , which features 80 different careers within the industry, outlining details of each role, as well as training and education pathways, salary data and links to current job vacancies.

ARA chief executive Caroline Wilkie said that Work in Rail highlighted the many ways that rich and rewarding careers in rail can be built while supporting an industry that delivers significant sustainability, safety and health benefits to the wider community.

Kicking off the road tour was the Careers

Expo + VET Expo in Perth, held during National Careers Week, where the group was joined by ARA members from the Public Transport Authority of WA, Alstom, Arc Infrastructure, Knorr Bremse, GM Rail, Martinus, John Holland, Andromeda, Frequentis, and the Railway Technical Society of Australia.

The event was attended by more than 11,000 high school students (from 84 schools across WA), university students, teachers, career advisers and parents over four days.

“While some people hesitated at first about working in the rail industry, once we showed them the vast career opportunities in the industry from corporate roles to engineering, they started to welcome what the industry has to offer for them,” Wilkie said.

“The self-assessment quiz was again a

success in showing what careers align to their interests if they were unsure what they wanted to do.”

Wilkie thanked industry members for their solid support of the Work in Rail campaign.

“It is amazing to see so many of our industry leaders come together under the one roof to work on a common goal – to spread the word among jobseekers that the rail industry offers rich and rewarding careers,” she said.

“The ARA’s Work in Rail website features an incredible variety of careers in the growing rail sector – there is a job to suit almost everyone.

“There are many ways to build a career in rail. Whether you’ve just left school or have years of experience in a different industry, the options are endless.

“If you don’t have any experience, there are

The Australasian Railway Association has been heavily pushing its new campaign to promote rail careers, highlighting the significant opportunities that exist within the growing industry.

Representatives at the Careers Expo in Perth (from left): Tina Rodrigo, Knorr-Bremse Australia; Fiona Love, ARA; Tania O’Meara and Alison Gleaves, Arc Infrastructure; Kerry Collins, Public Transport Authority WA; Jared Littlefield, Martinus; and Mark Wholey, Arc Infrastructure.

many rail organisations with great training programs and apprenticeships.

“Once you launch your career, it could take you anywhere.

“There are so many roles to explore and innovative projects to get involved in – all while building skills for life.

“Now is a great time to think about your future career or whether you would like a change and consider joining a modern, innovative and exciting sector.

“The rail industry is undergoing significant transformation, with $154 billion in construction activity planned over the next 15 years and delivers significant sustainability, safety and health benefits to the wider community.

“There is a lifetime of professional challenges on offer in the rail industry.

“Our talented people solve complex problems everyday as they adopt and pioneer technological innovations.

“With a job in rail, you will gain valuable skills that will advance your career and support you in life.”

Wilkie said the rail industry also boasted a progressive and inclusive culture.

“The sector thrives on diverse perspectives and fresh ideas,” she said.

“Every year more women choose a career in rail to be part of building a more connected and sustainable Australia.

“We welcome people from all walks of life and want to empower the next generation of rail leaders. Your creative ideas may lead to the next innovation in rail.”

The Work in Rail campaign was developed in response to the skills shortages facing the industry, with research by the ARA predicting a 70,000-worker skills gap.

John Holland executive general manager and managing director for rail and transport, Steve Butcher, said it had never been a better time to consider a career in the rail industry.

“Working in rail for more than four decades has taught me that the opportunities for career progression really are endless. From project delivery to providing the best possible passenger experience – rail can take you anywhere,” he said.

“At John Holland, we’re very fortunate to be leading some of the nation’s biggest rail projects, while also operating and maintaining public transport networks around the country.

“We pride ourselves on creating pathways for people who are new to the industry, so we can set them up for a bright future.”

Carolyn Baldwin from the Public Transport Authority’s WA People and Organisational Development Division said

grow to meet the needs of our expanding rail

Queensland skills minister Di Farmer (centre) visited the ARA stand at the Brisbane Careers and Employment Expo, flanked by ARA communications manager Libby Roberts and Derick Hammond from Siemens Mobility.

Among attendees at the Brisbane Expo were Sam Musso, UGL (left); Libby Roberts, ARA; Ellie Robison, Queensland Rail; Marie-Eve Bastien, Suzy Duff and Elanza Kruger, Loram; and Henry Hourigan, Cross River Rrail.

Growing a workforce for the future

classroom and then 14 weeks in traffic one-onone, so the relationship between instructors and drivers can get pretty intense.

New drivers are then given a three-day assessment on track and are reviewed once a month for the first three to six months.

After that, appointed drivers get reviewed every six months. And every two years, they return to the classroom to re-sit exams.

“So, it’s not just a case of getting your ticket, you have to stay up-to-date with driving qualifications,” Fisk said.

IN PROFILE

• Margaret Fisk

Driver Instructor

Public Transport Authority, WA

Fisk had a fascination with trains when she was younger. And today her dream has turned into reality.

“When I left school I trained as a pastry cook and then worked in retail before becoming a full-time mum to two children,” she said.

“I was thinking about returning to work, when I saw an advertisement looking for people to train as train drivers.

“It was a complete career change, which I was looking for. And the job description fitted.

“That was 15 years ago. Now I’m a driver instructor. I work in the classroom and one-onone with new drivers out in traffic. I also work as an acting driver coordinator.”

Fisk said drivers had to be fairly mechanically minded, and also had to be vigilant and possess good concentration.

“They need to have good problem-solving skills because there may be problems with the railcars that need immediate attention on track, such as repairing a valve or doing a circuit breaker,” she said.

“Drivers also need to be good communicators. Network controllers are constantly talking to you and there’s often interaction with the public.

“Driving hasn’t really changed much over the last 15 years. The network has expanded but the mechanics of it have pretty much stayed the same.”

Driver training includes 14 weeks in the

“There’s a massive shortage of driver trainers at the moment. I’m encouraging all drivers to take this step. It’s really rewarding with plenty of job satisfaction.

“The new recruits come from such diverse backgrounds. And working one-on-one closely for 14 weeks means you really get to know people.

“It does require good work ethics and patience.

“At the moment, I feel I’ve got the best of a few different worlds. I know I’m a good driver and I love instilling those techniques into the drivers I’m training.”

IN PROFILE

• Nathan Hines Human Factors Specialist Transport

for NSW

A third-generation rail worker, Hines started as a trainee train driver with Sydney Trains and loved it from the start.

“I thought I’d be a driver for the rest of my life,” he said.

“Since then, I’ve discovered so many other elements to rail I never knew existed.

“The rate of digital transformation means there’s even more change on the horizon presenting new roles and opportunities.

“One of the great things about rail is that it presents workers with so many different pathways. I look at friends in other sectors and see how difficult it has been for them to move around.

“I’ve always had very supportive managers who assisted whenever I considered transitioning roles.”

Hines joined the rail organisation as part of a pilot program which offered an accredited Certificate IV in rail transport and distribution. It gave him exposure to many operational

roles and meant that he became a qualified customer attendant, signaller and train guard before moving into the role of train driver.

“I drove trains for seven years across the suburban and inter-city network,” he said.

“A workplace injury took me into the office environment, where my operational knowledge led to opportunities assisting projects.”

“From there I moved into a safety professional role helping the organisation and rail workers manage the rail safety national law and work, health and safety legislative requirements.

“Then an opportunity came up to work in the amazing world of human factors. That’s where I am now.

“My team has recently moved from Sydney Trains to Transport for NSW where we work with different modes of transport including the metro heavy rail system, which is completely automated.”

Hines said automation was just one of the major changes in rail which would significantly influence rail operations.

“I would say that the rail sector is having a real fork in the road moment.,” he said.

“Of course, this means some roles are changing but it presents the chance to learn new skills.

“Signallers, for example, are moving from pulling levers to a more supervisory, cognitive overview of operations.

“With so many new opportunities arising, it’s such an exciting time to enter the rail industry, especially for anyone with a passion for rail and technology.”

Developed by the National Transport Commission, the National Rail Skills Hub aims to address a critical shortage of rail workers by showcasing the wide range of jobs available in the industry while also fostering broader skills recognition and job portability.

PTA driver instructor Margaret Fisk.

Transport for NSW human factors specialist Nathan Hines.

Clontarf students boost work skills

The Inland Rail Skills Academy’s partnership with the Clontarf Foundation continues to help provide education, training, and employment of Indigenous youth in communities along the Inland Rail alignment.

Year 10-12 students of the Moree and Narrabri Clontarf Academies in New South Wales recently completed a new three-day course to build their practical work skills and awareness, taking part in a ‘Working at Heights’ and ‘Confined Spaces’ course held at Moree TAFE, to help them progress with their training and encourage them to further their civil construction studies.

The Inland Rail Skills Academy is providing $500,000 in funding over two years to support 14 Clontarf Academies along the rail corridor in Queensland and NSW, helping to boost school retention, develop leadership skills and create pathways to employment through training opportunities for Indigenous regional youth.

ARTC Inland Rail acting chief executive Rebecca Pickering said the students were thrilled to undertake industry specific training before finishing school, in the hope of gaining employment in the construction industry, or even on Inland Rail after their school years.

“ARTC Inland Rail supports the Clontarf Foundation’s goal of improving the education, life skills, self-esteem and employment prospects of our Indigenous youth, and together, through the Inland Rail Skills Academy, we

along the rail alignment. A major focus has been to build skills in these communities to maximise the potential for local participation in this oncein-a-generation project and others in the future.

“We need to have people ready to capitalise on the opportunities that Inland Rail will bring, and the Inland Rail Skills Academy is about facilitating opportunities for those willing to take the first step on that journey.”

Clontarf Moree supervisor Edward Saunders said it was a great opportunity, especially for the smaller rural communities, for the boys to receive training that they can use when they finish school and enter the workforce.

“It’s great for their resume if they are applying for school-based apprenticeships,” he said.

On the express train to success

Queensland Rail has taken on its latest batch of apprentices and graduates to help boost the state’s rail industry, with electricians, mechanics and graduates securing highly sought-after jobs from Cloncurry to Cairns, as the state’s rail resurgence booms.

Transport and Main Roads minister Mark Bailey welcomed the 75 new recruits to Queensland Rail, as some were put through their paces on the job at the Mayne Yard facility at Bowen Hills.

“Queensland is gearing up for growth, with transformational projects like Cross River Rail and the 2032 Olympic and Paralympic Games on the horizon. With these new recruits joining the team we’re setting the stage for the next generation of rail workers,” he said.

“Our state is on the cusp of a transport revolution and these mechanics, electricians, diesel fitters and telecommunications technicians will help us keep delivering safe, reliable and comfortable services for Queenslanders.”

Bailey said the 53 apprentices and 22

graduates were the cream of the crop after a total of 1212 people applied for the in-demand roles.

“This is largest intake of apprentices and graduates we’ve had in many years,” he said.

“Whether it’s building the tracks, maintaining rollingstock or working the technology that helps get customers to their destinations, these new starters will emerge highly skilled from the program and ready to launch their careers.”

Queensland Rail chief executive officer Kat Stapleton also welcomed aboard the recruits who will fill critical roles across the business.

“With a highly skilled workforce our state

continues to prosper, so by attracting, training and retaining recruits we’re securing a legacy for Queensland,” she said.

“A career at Queensland Rail means you’re on the express train to success.”

Stapleton said as well as new recruits, existing Queensland Rail workers have also been successful securing a spot in the program.

“We’re also thrilled to be welcoming more people from diverse backgrounds, more women, and those from rural and regional communities.”

The next apprentice and graduate recruiting intake will commence in mid-2023.

More than 1200 people had applied for Queensland Rail’s apprenticeship and graduate program, which is the largest for the business in many years.

In total, 53 apprentice roles and 22 graduate roles were filled.

The new team members will be stationed in south east Queensland, Toowoomba, Maryborough, Bundaberg, Emerald, Cairns, Townsville, Mackay, Cloncurry, Rockhampton, Gracemere and Portsmith.

Students at Moree Academy.

One of the recruits, Monique Van Schyndel (left), with Mark Bailey.

United freight plan to tackle supply challenges

Serious problems across Australia’s supply chains must be addressed with an updated national freight strategy to ensure economic competitiveness and avoid significant costs for consumers, according to the leaders of the nation’s major logistics companies.

The Australian Logistics Council’s Supply Chain Summit in Brisbane has called for an urgent review of Australia’s national freight strategy, wanting harmonised state border freight regulations and for major infrastructure projects to be connected to freight distribution points.

The freight logistics industry kept Australia supplied during COVID, despite severe impediments. Now we are facing ongoing increases in global supply chain costs, rising fuel costs, a need to decarbonise, skilled workforce shortages and significant impacts from climate change and shortcomings in infrastructure planning.

Freight costs increased substantially during COVID and export and import air and sea freight will remain at least double 2019 prices for the foreseeable future.

Transport costs directly hit the cost of living and if they are not addressed, every Australian will pay the price.

Opening the summit, Infrastructure and Transport Minister Catherine King had warned

delegates that “we can see an ever-growing list of supply chain challenges on the horizon, particularly when you consider the effects of climate change”.

Essential freight routes had been neglected for too long, she said, and it was startling that “the critical freight routes that cross our continent are incredibly vulnerable” with many rated at high risk from climate change.

“We need to deliver better connectivity, better productivity and greater resilience,” Minister King said.

Paul Digney, CEO of logistics giant QUBE Holdings, said it was vital to act now to ensure the resilience of supply chains and refresh the National Freight and Supply Chain Strategy, “to ensure it is fit for the future, and acting to address gaps in infrastructure”.

Linfox Logistics CEO Mark Mazurek said that “for Australian supply chains to succeed in the global marketplace amidst rising fuel costs, we must prioritise the interconnectivity of critical hard and soft infrastructure”.

The pandemic has demonstrated that every business and every home is critically reliant on supply chains.

During COVID, truck drivers spent countless hours stopped at state borders, then had to deal with a myriad of local regulations, and

while curfews were removed, they are now coming back.

A new freight strategy should outline the harmonisation of regulations across state and local government borders.

The industry stands ready to work with the government and build an even stronger partnership to ensure a new freight strategy enables more efficient supply chains which can drive Australia’s economy into the future.

Infrastructure planning was raised as a big issue in the last freight strategy in 2019, but little has improved.

Inland Rail’s freight terminals in Melbourne and Brisbane should have been determined when the project began, but we are still waiting, and now there are questions over funding. With decarbonisation essential, rail is more important than ever: we need the Government to finalise plans for Brisbane and prioritise developing Truganina and Beveridge in Melbourne.

The summit also urged that industrial land critical for freight logistics be protected from urban encroachment.

We also need to protect freight corridors connecting importers and exporters with air and sea ports, freight rail terminals and distribution centres.

The amount of protected, vacant industrial land in Australian cities was the lowest in the world and falling.

The proportion of Sydney’s vacant industrial land has fallen to 0.3 per cent, Melbourne’s 1.1, and the global average is 2.7.

Land scarcity is forcing logistics facilities further away from transport routes meaning more trips, emissions and higher costs.

The volume of Australia’s urban freight is projected to grow by 60 per cent by 2040.

We cannot grow our economy without having industrial land in the right place, with the right infrastructure to enable it.

Logistics leaders agree that there is an urgent need to review the country’s national freight strategy.

Hermione Parsons, Chief Executive Officer, Australian Logistics Council.

A new freight strategy should outline the harmonisation of regulations across state and local government borders.

Safety, symposiums and standards

co-regulation for the mystified and showing that there are new approaches to regulation. Transport Commission leader Sandra McKay delivering a keynote address and update on the game-changing National eeping level crossing safety top of mind with a presentation on insights from a driver behaviour monitoring project and a presentation on low-cost level crossing solutions for rural and regional areas.

Planning is underway for Rail Safety Conference 2024, so keeping reading our newsletter, RISSB Connect, to know when to

SPAD/LRTAE SYMPOSIUM

River Rail; automated monitoring within the rail industry by Lee Helen, CEO, Kurloo; cybersecurity with independent consultant Wade Alcorn; and data and risk analysis using the Australian Rail Risk Management tool delivered by our very own Jesse Baker.

Jasmine Rose from Empowered Perspective closed out the formal proceedings of the day with an interactive session on winning at all costs.

We had attendees stealing and lying to win, before a plot twist in which participants realised they were part of a larger picture.

RISSB sends its sincere gratitude to Ray Johnson from QUT for providing excellent support at the venues to give the best possible experience to our participants.

managers, investigators, safety professionals and senior industry executives, all with a deep interest in maintaining Australia’s reputation as having one of the safest rail networks in the world.

This year’s conference featured more than 20 presentations, three panel discussions, a brownfield site visit, and the announcement of the winners of RISSB’s 2023 Rail Safety Awards at a glittering cocktail event.

Conference highlights included:

• Assistant trade and manufacturing minister Senator Tim Ayres delivering the first keynote of the conference. He drew attention to the need to put the shoulder to the wheel and help boost productivity, drive efficiencies, remove barriers to innovation, and build capacity in rail manufacturing in Australia.

• Assistant director for the Railways, Electrical and Mechanical Services Department of Hong Kong’s Special Administrative Region Government, Chau Fat Chan, showing us how LIDAR technology is helping the MTR Corporation manage its assets efficiently and effectively.

• The highly entertaining panel discussions on interoperability and rail safety issues and innovative and sustainable rail safety solutions.

• Peter Doggett from the Office of the National Rail Safety Regulator demystifying

Immediately following our annual Rail Safety Conference, V/Line (with support from RISSB) hosted a SPAD/LRTAE (Signal Passed At Danger/ Light Rail or Tram Authority Exceeded) symposium for industry.

Speakers covered a range of technical and human factors subjects, and shared research highlighting some valuable group work on how to better share SPAD information, how to leverage technology, and how to determine whether or not we’re measuring the right things.

HORIZONS PROGRAM

RISSB’s professional development program for young rail professionals, Horizons, headed to Brisbane towards the end of May for a two-day forum hosted at the Queensland University of Technology.

Around 70 handpicked participants from all around Australia came together to hear from industry leaders, including Translink Deputy Director-General Sally Stannard,at the Department of Transport and Main Roads.

Day one discussions and events included a panel discussion on sustainability in rail, with insights shared by GHD Transport Market Leader Mia Barnard, and Queensland Rail Group Senior Manager, Environment and Sustainability, Caroline Moss.

This was followed by concurrent sessions on digital twins from Jordan Haimes, Cross

TRAINING UPDATE

The RISSB Derailment and Investigation Workshop has been accepted by ASQA and will now issue the national qualification TLIF5023 Undertake a Derailment Investigation. This change will take effect from July 1 and to reflect its status, the course will be called Derailment Investigation.

Fopre information, visit www.rissb.com. au/training-courses/face-to-face-courses/ or book directly with the RISSB training manager, Sandra Weston, on sweston@rissb.com.au.

NEW EMPLOYEE

Bruce Wooldridge has joined RISSB as the organisation’s designated Rolling Stock Standards development manager.

He is a qualified mechanical engineer with over 37 years’ Australian and international experience in the rail industry, encompassing rolling stock design and maintenance, project management, rail operations, engineering management, technical advisory, strategic sourcing and business development.

Bruce has been employed across a wide range of rail companies including freight and passenger operators, government, consultancies, designers, manufacturers, maintainers, and component suppliers. He joins RISSB after 10 years as the national manager for rolling stock for Hatch LTK.

The RISSB’s Rail Safety Conference was another huge success, bringing together more than 200 delegates from across the industry.

Senator Tim Ayres delivered the first keynote of the conference.

Rail skills improvement vital for industry

The Australasian Railway Association (ARA) is leading the development of national courses and competency management to support a strong and diverse rail workforce for the future.

It is working with the education sector across Australia to build training and learning solutions that support careers in rail and help existing rail industry workers transition to new technologies.

Most notably, it has recently begun work on a Train Driver Rail Operations Skills Set (TDROSS) course as part of a broader strategy to improve skill harmonisation across the industry.

A National Reference Committee as well as a TDROSS Working Party have been set up to support the development of the course to ensure industry is fully informed and able to contribute and share strategy ideas for engagement between industry and TAFE.

The Train Driver Rail Operations Skill Set will be delivered by TAFE and rail registered training organisations (RTOs) in remote, regional and urban settings to offer rail training that is directly relevant to a range of roles in rail operations.

Given the record investment in the rail sector and a growing workforce shortage, it is essential that efforts are made as soon as possible to ensure the sustainability of the industry, and growing talent pools of rail workers and training opportunities in the TAFE sector are critical to this. It is also critical that those learning opportunities be rail-specific and provide the competent workforce that rail needs to deliver and maintain rail projects and assets into the future.

The TDROSS course is aimed at stimulating interest in becoming a freight driver, typically through being a Driver Assist or second person, who, once employed after the skill set training, goes onto being a driver. However, the course will also provide skills and insight into a wide range of operations roles including shunter, guard, signaller, train controller, roster clerk and many others.

The delivery of the skill set also marks the move of rail training into the TAFE sector which, apart from apprenticeships, has not previously occurred.

Changes in the structure of rail engineering and operations has meant that training that used to occur for the wider industry is no longer available.

The ARA hopes to have the curriculum and assessment completed by late November 2023. The first phase of the project has been scoping the course build in detail in collaboration with ARA members.

Now that this phase is complete, ARA is working to establish the program of work that will underpin the development of the curriculum and assessment. Again, this will need to be undertaken with the support and guidance of industry and other key stakeholders such as our regulators and unions.

GETTING UNIVERSITIES ON BOARD

ARA has been advocating for undergraduate learning solutions that are rail focused to be part of engineering faculty offerings.

It has recently marked another important achievement in the education and skills training space with Deakin University agreeing to develop a rail-specific subject in its undergraduate engineering degree.

Engineering disciplines such as civil and electrical are the most urgent. As rail moves more into digital signalling systems, such as European Train Control Systems (ETCS) and Communications Based Train Control (CBTC), there will be a need for degrees in areas such as Communications and Electronics to have electives that allow students to acquire knowledge with application in a rail context.

Reliance on overseas skills in the medium and longer term is not sustainable. It will be important to balance that reliance with Australia being in a position to grow a skilled workforce to support the full asset life cycle of digital signalling.

Deakin University has come on board with a formal offer to develop a subject that

Workforce development is a key priority for the Australasian Railway Association, with work under way on several major initiatives to address critical skills gaps and ensure a productive, safe and efficient industry.

Caroline Wilkie, Chief Executive Officer, Australasian Railway Association

The ARA’s Work in Rail stand at recent careers expos across the country attracted many university graduates keen to learn more working in rail.

will comprise the study of track design and rail maintenance with a focus on track civil, electrical and communications.

Additionally, Deakin will use the undergraduate subject to develop two micro-credentials that will also be offered as stand-alone micro-credentials, or units in post graduate programs. It is planned for the courses to be available from March 2024.

ARA is continuing discussions with other universities to also introduce rail specific subjects to electrical engineering degrees and that includes content related to renewable energy sources.

ARA, Engineering Education Australia (EEA) and the University of Tasmania (UTAS) are also looking at a partnership to develop signalling micro-credentials. Through the support of ARA, EEA will develop a Diploma in Rail Signalling that can be offered nationally via the UTAS as is the case with the UTAS Diploma in Track Engineering. This Track Engineering Diploma is the third most popular course UTAS offers across the entire catalogue of courses.

There were many university graduates who visited the ARA’s Work in Rail stand at recent careers expos across the country looking for advice on how to enter the industry and it is expected that these efforts will begin to bridge the gap.

IDENTIFYING FUTURE SKILLS NEEDS

The ARA also recently held a heavy haul training needs analysis workshop in Perth to better understand the current and future skills gaps in the sector and provide a roadmap for solutions to support industry.

The workshop provided a strong opportunity to understand the emerging skillsets that will be required to support new, more sustainable operating practices, including the adoption of new rolling stock technologies.

The findings of the workshop will inform further work in 2023-24 to deliver solutions to attract and develop the skills needed to support the industry’s transition to decarbonisation.

The workshop also saw heavy haul operators in WA agree to adopt the Rail Industry Worker (RIW) program to support the management of competencies on site. It is the only national program of its kind in the rail industry, making it easier for rail workers to move between projects and across state borders.

Following several follow-up discussions, these four areas of rail were identified for review: rolling stock (commissioning, operations and maintenance); track (including maintenance and potential electrification); supporting infrastructure (including charging infrastructure); and signalling and network control.

Three priority areas were identified:

• Priority 3 – Electrical trades and engineering

A further workshop is being planned for Queensland heavy haul members.

The ARA has also collaborated with the National Rail Skills Hub (NRSH) on a number of initiatives, including the development of the national Train Driver Rail Operations skill set.

The NRSH and ARA commenced planning for a Skills Forum, to bring together industry and government to explore opportunities to prepare for skills that will support more digital and decarbonised railways.

The forum will explore competency profiles, consider the potential to expand or change the skills underpinning key roles and identify new roles and education pathways required to meet future needs. This will be a key part of the ARA’s continued focus on skills development to meet both short- and long-term industry needs.

DEVELOPING A NATIONAL CURRICULUM

To achieve harmonisation and mutual recognition of competent rail operators is going to require a consistent approach to curriculum and assessment.

The harmonisation of standards and regulations will ensure greater productivity and efficiencies for both the rail industry and the associated supply chain.

The ARA has identified the two course areas where there is opportunity to introduce a national curriculum – Safely Access the Rail Corridor (SARC) and Train Driver Rail Operations Skill Set (TDROSS).

SARC is typically a one-day program and in terms of the rail industry is the equivalent of the White Card for the entry-level requirement in construction. There is significant variation

Safety Law is a national law, and the unit of competence is a national unit.

The ARA, RISSB and NTC are in favour of a national SARC curriculum and assessment, delivered by the registered RTOs for the rail industry, with the addition of TAFE, similar to the role of the White Card in construction.

Ideally, SARC would be offered as a national digital on-line course, with local domain risks being tool boxed or trained as required on site.

ARA INTRODUCTORY COURSES

To help address the shortfall in rail-specific courses available, the ARA regularly conducts its own educational and training learning solutions.

The ARA’s inaugural Introduction to Rail Signalling Course commenced in May, facilitated by experienced rail signalling engineer Jane Copperthwaite, contracted by the ARA to develop the course content.

It was fully booked out with 60 participants undertaking the five-week online module. Registrations have opened for the next course from October 12.

Work has also begun on developing an Introduction to Rail Operations Course, to be delivered by the ARA in the future.

It also runs an introductory Understanding Rail Course, aimed at a broad audience, from graduates to those in the sector wanting to refresh their knowledge. It starts in September and registrations have opened.

The ARA’s vision is for a thriving rail industry enabling economic growth and driving sustainability and it continues to collaborate with members, industry and government to build industry capability, harmonisation, workforce development and sustainability.

The ARA’s Train Driver Rail Operations Skills Set course aims to improve skill harmonisation across the industry.

IMAGE: National Rail Skills Hub

Contracts, EOIs, Tenders

VICTORIA Melbourne ticketing system

Globally renowned ticketing supplier Conduent Business Services will be the next operator of Victoria’s public transport ticketing system, under a new 15-year contract.

The State Government is modernising Victoria’s public transport network, by ensuring the myki system is more efficient and effective over the coming years. It would see the system evolve with modern improvements using proven technologies in the market so all transport users can safely and seamlessly access, use and pay for public transport.

Following trials commencing in 2024, improvements will be progressively added to the existing payment options and will allow passengers to tap on and off with their credit or debit card and pay with a digital wallet on a smartphone or smart watch.

There will not be any immediate changes to the current myki or V/Line ticketing system as Conduent transitions over, with customers still able to purchase and top-up myki at train stations, retail agents, as well as through online services and over the phone as they always have done.

New features will be added progressively to make sure Victorians can easily transition to new, more convenient ways of buying a ticket to travel.

Conduent Business Services has delivered and operates more than four hundred ticketing systems across 24 countries including in Paris, Dubai, Montreal and New Jersey.

The Victorian Government has made significant improvements to the myki system over the past seven years under the current contract, making it simpler and easier to use with the introduction of mobile myki on Android devices, instant top ups in PTV app including with Apple Pay and the installation of hundreds of next-generation myki readers.

The new ticketing contract will begin on December 1, 2023.

Deer Park Station

The Victorian Level Crossing Authority is using a recycled soft plastic mixed with concrete to form the roof of the new Deer Park Station.

The dangerous and congested level crossing at the site is being removed via a rail bridge over the road and the construction of the elevated station.

The project team, made up of McConnell Dowell, Arup, Mott MacDonald, Metro Trains and V/Line, collaborated with Built Environs, Boral and Polyrok to produce a sustainable concrete mix – named Polyrok – that was poured in February to form the base of the new station’s green roof.

Made up of 10 kilograms per metres cubed of recycled plastic, it is estimated that 125,000 pieces of the product have been used in the station roof instead of going to landfill.

It is the first time a concrete mix containing recycled soft plastics has been adopted for structural application.

Extensive laboratory testing of the aggregate mix has been completed, demonstrating that there were no negative impacts on the strength or long-term durability of the concrete.

The use of supplementary cementitious material also reduced the carbon footprint of the concrete by up to 40 per cent when compared to typical cement concrete.

The new Deer Park Station opened to commuters on April 24, and when it is completed later this year it will feature two accessible elevated platforms, a bus interchange, modern facilities, landscaping and improved connectivity for pedestrians and cyclists.

NSW AND VICTORIA

million tonnes of grain, with trains covering over 3.6 million kilometres to complete the task across New South Wales and Victoria.”

GrainCorp said it had committed to a collaborative agreement with Pacific National that ensured both companies could continue to move Australian grain across the country, and around the world.

GrainCorp CEO Robert Spurway said the long standing partnership was a key pillar of the business’ integrated value chain.

“GrainCorp and Pacific National have worked together through the challenges of COVID restrictions and weather impacts to the network over the last few years to deliver a strong supply chain performance for the industry,” he said.

WESTERN AUSTRALIA

Broomehill rail siding

Work to upgrade rail infrastructure in WA’s grain growing regions is gaining momentum with construction at Broomehill rail siding now underway as part of the Agricultural Supply Chain Improvement (ASCI) Program.

The Broomehill project involves replacing the rail siding and installing rapid rail loading infrastructure which will significantly increase the amount of grain that can be loaded at any one time.

The $200 million ASCI Package 1 is jointly funded by the State and Commonwealth Governments and includes $68 million for upgrading 11 rail sidings at major CBH grain bins, complemented by investment from the CBH Group.

Pacific National has secured a contract extension with GrainCorp to move the company’s products across NSW and Victoria for a further five years from November 2024.

The freight operator’s chief executive, Paul Scurrah, said Pacific National was honoured to continue to provide extensive regional and interstate rail haulage services to one of Australia’s leading agribusinesses.

He said Pacific National has deep and unrivalled experience, expertise and capacity in hauling large volumes of grain safely and efficiently.

“This includes being able to call on the resources of 300 highly trained and skilled essential frontline freight workers and a rolling stock fleet of more than 50 locomotives and 1400 grain wagons,” he said.

“As Australia’s largest private rail freight operator, Pacific National looks forward to continuing our close and long standing relationship with the largest grain storage and handling company on the eastern seaboard.

“Over the past three busy and challenging years in the grains industry, we have moved 7.6

Broomehill is one of the top five grain receival sites in the Albany region and is the second siding upgrade to begin construction following Brookton, which broke ground in February this year.

As well as increasing the volume of grain per train going to the Port of Albany for export, the upgrade will use the latest rail technology to improve safety.

The construction of the project will be carried out by Australian-owned and operated rail infrastructure and systems specialist Martinus.

Martinus chief operating officer Ryan Baden said the company was proud to be involved in the game-changing project.

“Our project team will be there every step of the way to ensure the job is finished on time and to a high-quality standard,” he said.

“Being Australian-owned, it’s important for Martinus to support the communities in which we work, and this project is no different creating local jobs and employing local contractors and indigenous businesses to get the job done.”

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