I S S U E 08 | S E P T E M B E R 2021
W W W. R A I L E X P R E S S . C O M . A U
A safer future Compliance innovations are bringing about a safer future in the area of light rail - PAGE 32 Shielding major projects from supply chain risks
Richard Wankmuller bids adieu to Inland Rail
ARA and Rail Safety Week
PAGE 30
PAGE 38
PAGE 40
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Contents Issue 08 - September 2021
4
From the Editor
6
Industry News
D I G I TA L I S AT I O N 24
Siemens and upgrading legacy systems
26
Bestech and transforming inspections
28
Alstom and harnessing the power of digitalisation
LEGAL AND COMPLIANCE 24 30
30
Big projects bring both opportunity and risk
32
Reducing the risks of accident near light rail
O P E R AT I O N S A N D M A I N T E N A N C E 34
Trapeze and driving energy innovation
36
GS1’s Bonnie Ryan on ‘making rail parts talk’
I N D U S T RY I N T E RV I E W 38
Richard Wankmuller on his time with Inland Rail
I N D U S T R Y A S S O C I AT I O N S
34
36
40
Australasian Railway Association and safety
42
Supply chain workers deserve vaccine priority
S A F E TY A N D A S S U R A N C E 45
The 2021-22 work plan is announced
CO N T RACT S I N B R I E F 46
The latest in rail projects around Australia
42 I S S U E 08 | S E P T E M B E R 2021
W W W. R A I L E X P R E S S . C O M . A U
COVER STORY How technology is reducing the risk of accidents involviong light rail vehicles and cyclists. A safer future Compliance innovations are bringing about a safer future in the area of light rail - PAGE 32 Shielding major projects from supply chain risks
Richard Wankmuller bids adieu to Inland Rail
ARA and Rail Safety Week
PAGE 30
PAGE 38
PAGE 40
See page 32.
SUPPORTED BY:
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From the Editor Issue 08 - September 2021
Published by:
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4 | ISSUE 8 - S E PT E M B E R 2021 | RAIL EXPRESS
Editor - Rail Express
Welcome to our September edition of Rail Express
B
RISBANE HAS BEEN AWARDED THE 2032 Olympics and that is fantastic. It is a metaphorical ‘shot in the arm’ for Australia, a welcome boost in morale for a nation that has at times struggled logistically, socially and economically to overcome the COVID-19 pandemic. These benefits are sure to come by increased visitor numbers, business confidence and demand for goods and services. But the Olympics are sure to bring challenges of their own. Aside from the obvious expense, mechanisms need to be put in place to allow fans to easily get around. The Olympics may require a substantial infrastructure construction program, not only in Brisbane but in Southeast Queensland more generally. We believe that rail should form an integral part of such a program. As well as in Brisbane, events will be held on the Gold Coast, and quite likely the Sunshine Coast. Effective movement of people is crucial. There is a good rail link between Brisbane and the Gold Coast, but can it be improved? Our best engineers and urban planners need to be on the case. Fortunately, the government of Queensland already has been ramping up its rail construction efforts via the Cross River Rail linking Bowen Hills in the north with Dutton Park to the south. Something that should come under the microscope is the rail link to the Sunshine Coast (or really Nambour in the hinterland) which is pleasant enough but slow with too many stops. Surely this can be bettered, not only for the Olympics but to help fulfil the
economic potential of Southeast Queensland. We’re glad to say that light rail is back in vogue, especially on the Gold Coast where it is already proving of tremendous benefit to locals and visitors alike. Light rail will be an asset come Olympics time as visitors and locals alike seek to travel from hotels to watch the various events. Outside Queensland, people are thinking big about big ticket rail projects in other parts of the country. Rail Express reported recently on calls for a fast rail link between Sydney and Newcastle. The Committee for Sydney has talked of a rail service that would see the journey from Sydney Central to Gosford cut to 25 minutes and the trip to Newcastle reduced to just one hour (currently it takes more than twice that). No doubt this would come with considerable costs to build (albeit we are talking fast rail rather than high speed rail), but the costs of failing to provide effective alternatives to road transport are also high. As the population of the Sydney megaregion continues to rise, we think that this is an idea worthy of serious consideration. Regarding infrastructure, in this edition we speak with project specialists Donald Cant Watts Corke about major projects. While rail projects around the nation provide tremendous opportunities, DCWC also identify that the pandemic has caused risks for project developers. Some of these risks are outlined and advice is provided to avoid getting into a jam. An important topic. Thanks for your ongoing support and enjoy the September edition of Rail Express. david.sexton@primecreative.com.au
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News
New South Wales
The collision of a passenger train with the open hatch of an adjacent locomotive emphasises the need for risk controls to prevent hatches from opening during service, a safety investigation has found. On the evening of 21 July last year, a passenger train bound for Kiama collided with the air filter hatch of a stationary Pacific National NR locomotive near Loftus station, on Sydney Trains’ Illawarra line. There were no injuries, but there was damage to the guard’s windscreen and passenger doors on the lead carriage of the passenger train. The Office of Transport Safety Investigations (OTSI) investigated the incident on behalf of the ATSB. It concluded the air filter hatch was likely not properly secured during recent maintenance. This was then missed during roll-by inspections, as the design of the hatch and locks meant the hatch could appear visibly closed and locked without it being secured correctly. Open, and able to swing perpendicular to the train, the hatch exceeded the rolling stock outline, thus becoming out of gauge. This allowed the hatch to infringe on the outline
of the oncoming passenger train on the adjacent track. The Australian Standard for Rolling Stock Outlines specifies external hatches should be designed such that when open they do not protrude from the kinematic envelope (i.e. outline) of the rolling stock. “If this cannot be achieved, the Australian Standard suggests a range of secondary measures that can prevent an incident like this one occurring,” said OTSI chief investigator and CEO Dr Natalie Pelham. “While not mandatory, the standard provides industry with guidance on recommended practices that can reduce the risk of an incident occurring and improve safety for everyone using the network. “Rail transport operators should review their rolling stock to ensure that appropriate risk controls are in place to prevent hatches from opening while in service and becoming out of gauge.” Following the incident, Pacific National and its maintenance provider United Group Limited (UGL) conducted an assessment of the NR locomotive fleet, which identified the locomotives’ CA10 communications cabinets featured a hatch which could also exceed the rolling stock outline if not properly secured.
CREDIT:ATSB
Report emphasises risk controls following incident
A photo of the open air filter hatch.
As a result, Pacific National and UGL have released a modification to fit a secondary latch to the air filter and CA10 hatches on all NR locomotives. The intent of the modification is to prevent a hatch from exceeding the rolling stock outline if it was not properly secured or the lock was to fail. Pacific National and UGL also issued a bulletin to maintenance staff in November 2020, detailing the correct procedure for securing hatches, and conducted an inspection to check the integrity of locks and hinges on air filter hatches across the NR locomotive fleet.
New diploma ensures rail skills are kept on track A new Diploma of Rail Track Engineering is providing crucial skills for engineers and track practitioners to meet an unprecedented surge in rail infrastructure projects. NSW transport minister Andrew Constance said with projects such as Sydney Metro and Parramatta Light Rail under construction, the new Diploma was a perfect example of industry and the education sector working together to help meet the state’s demand for qualified workers. “This Diploma is proof of Transport for NSW’s key role in upskilling industry capability, with flow on effects for the wider talent ecosystem across the nation,” Constance said. “With rail attracting billions of investment dollars in NSW, it’s vital that we attract and train the best minds in the industry so we can keep delivering for our customers.” Sydney Trains Operational Technology senior project manager Khaled Azer was among the first cohort of thirty Engineering
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and Maintenance staff from Sydney Trains who graduated in late April. “Before coming to Sydney Trains, I worked on projects such as the WestConnex, Westlink M7, M4 Motorway and the M5 East, so I was an expert on all things below the ballast, but anything above it was new to me,” Khaled said. “This course helped me understand track design and key topics like track defects and rectification and because we all came from different parts of the industry and are at various stages of life, we learnt from each other by sharing our experiences and working together.” Transport for NSW executive director of Learning and Development Veronica North said the collaboration between Transport for NSW, Sydney Trains, Engineers Australia and the University of Tasmania would result in improved industry standards and development. “The scale of expansion means increased
demand for engineers in the rail track engineering discipline in both the public and private sectors. By partnering with industry and UTAS we’ve delivered a qualification that uplifts rail track engineering capability across the entire country to address skills shortages and improve safety.” The first of its kind in Australia, the Diploma of Rail Track Engineering “Rail engineering is among the areas which is experiencing skills shortages and this course is a significant step forward in helping to overcome this challenge, which is vital given that rail is an integral part of Australia’s current and future transport infrastructure.” The part-time course runs for 12-18 months. Enrolments are now open for 2022. practitioners and engineers about rail track engineering, legislation and regulation. Engineers Australia chief executive, Dr Bronwyn Evans said the Diploma represented an excellent pathway into engineering.
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News
New South Wales
‘Fast rail’ to Newcastle proposed
Newcastle’s potential could be unlocked via a fast rail link.
Urban policy ‘think tank’ Committee for Sydney issued a call for a ‘fast rail’ connection to Newcastle. Under the model proposed by the Committee, trains travelling at between 200 and 250km/h would cut the travel time from Sydney Central to Newcastle to one hour and Gosford to just 25 minutes. The Committee has distinguished ‘fast rail’ (between 200km/h and 250km/h) from high-speed rail that operates in such places as Japan, France and China with speeds of above 250km/h and even up to 250km/h. According to the Committee, fast rail would help accommodate burgeoning population growth in the Sydney megaregion.
“The forced experiment of COVID-19 has gotten knowledge workers and the firms that employ them a lot more comfortable with hybrid working arrangements, and we are going to see continued movement of people to places like Newcastle, the Central Coast, and Wollongong,” the Committee stated. “It’s time to take action on these insights. The Sandstone Megaregion has the potential be a global economic powerhouse linked together by fast rail, with world-class industries and major trade access points.” The Committee argued the New South Wales government should take advantage of tunnel boring machines brought to the country for the Sydney Metro project.
“The NSW government’s current construction pipeline shows its much-lauded tunnel boring machine (TBM) expertise will leave Sydney in about 2026 as all the train tunnel projects finish,” the Committee statement read. “While of course Sydney certainly needs to keep building out its metro network, Fast Rail to Newcastle should slot in as a project, with a tunnel to Gosford being an obvious first stage.” They also called for the government to budget for fast rail this year and for an update to the Sydney metropolitan strategy with deep engagement encompassing Newcastle and Wollongong, possibly extending to Canberra “in the long run”.
Rail boost from NSW stimulus program The New South Wales government says rail projects will be among the beneficiaries of a $100m stimulus project. According to the government, more than 150 road and rail projects have been funded under the state government’s $100m stimulus spend to accelerate shovel-ready road and maintenance works, and support jobs across regional NSW. Regional transport minister Paul Toole said the projects were funded by the NSW government’s $2.3 billion COVID-19 package announced last March.
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“Our accelerated maintenance program has fast-tracked projects that have proven a lifeline for communities - delivering safer roads and stronger freight and rail connections, as well as creating local jobs when they were needed most,” Toole said. “Right across the state, this program is rolling out about 400 kilometres of rumble strips, which reduce the risk of head-on and run-off-road crashes by up to 25 percent, upgrading 200 kilometres of rail line, and improving carparks and customer amenities at 15 regional railway stations,” he said.
The government of New South Wales believes infrastructure will be an important part of the COVID recovery.
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News
Queensland
Alstom to supply new FLEXITY light rail vehicles to GC Light Rail
A sleek example of an Alstom light rail vehicle on the Gold Coast.
Alstom is supplying an additional five FLEXITY Light Rail Vehicles (LRVs) on the Gold Coast in Queensland, Australia. When delivered the Gold Coast fleet will increase to 23 FLEXITY LRVs. These additional vehicles are part of the Gold Coast Light Rail Stage 3 extension, following orders in 2010 (14 LRVs) and 2015 (4 LRVs). The five LRVs will preserve the unique appearance and feel of the fleet that was specifically designed for the Gold Coast. The tram is 43.4 metres long and 2.65metres wide with seven modules for higher capacity and better passenger flow. It features the signature blue and gold colours of the Gold Coast and is the first tram in the world designed and built to carry surf boards on specially designed racks. These trams also feature the most powerful airconditioning system for this class of tram,
suitable for Australia’s hot summers. The locally designed FLEXITY LRVs are to be manufactured in Vienna, Austria at Alstom’s specialist LRV manufacturing facility. The construction of Stage 3 will extend the tram network a further 6.7km from Broadbeach South to Burleigh Heads with eight additional stations to service more people along the Gold Coast. With the support of Alstom, patronage on the Gold Coast has exceeded expectations, with more than 56 million paid passenger trips on G:link services, and a growth rate of 50.1% in total public transport use on trams and buses, since the introduction of light rail services in July 2014 based on pre-COVID patronage. Alstom managing Director, Australia and New Zealand, Mark Coxon said the business
had “a significant presence in Queensland and we are proud to support the State’s growth and facilitate sustainable and safe transport for locals as well as tourists on the Gold Coast”. “These five additional vehicles will make possible the expansion of the network and give people the peace of mind that comes when riding on Alstom’s high quality, safe and accessible LRVs,” Coxon said. Alstom has been providing sustainable infrastructure solutions across Australia for more than 100 years and currently employs about 1,600 people across 25 sites that include engineering centres, manufacturing facilities, project delivery offices and maintenance depots & workshops. Alstom has delivered the largest installed base of LRVs in Australia, exceeding 250 vehicles.
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News
Western Australia
Micro tunnel boring machine to get a name A micro tunnel boring machine, hired for METRONET’S Thornlie-Cockburn Link project in Perth, is set to get a name, albeit with some help from the public. Perth Metro authorities have released a statement, announcing a contest to name the impressive piece of machinery. In honour of Saint Barbara, the patron saint of underground workers, it is an industry good luck tradition to give a female name to tunnel boring machines. According to a statement from Perth METRONET, an “appropriate and creative
name” is sought for their tunnel boring machine, which is to drill twin 100m tunnels under the freight rail corridor near the Ranford Road Bridge for a major water main. At 3.5m long and weighing 27 tonnes, the MTBM is in the mini league compared with the two tunnel boring machines that drilled METRONET’s Forrestfield Airport Link. Those machines named ‘Sandy’ and ‘Grace’ were 130m long and weighed 600 tonnes. ‘Sandy’ was named after the sandgroper nickname used for West Australians. ‘Grace’ was named in honour of a girl battling a
serious illness, who her classmates thought was ‘tough’, like the machines. “We’re looking for a similarly meaningful and creative female name to christen our little MTBM,” a Perth METRONET spokesperson said in a statement. Entries close on 26 July and the winner will be announced by transport minister Rita Saffioti. Naming contests have the potential to throw up a surprise, notably with the infamous Boaty McBoatface name awarded to a British polar vessel.
ATSB welcomes new chief commissioner The Australian Transport Safety Bureau has welcomed the Australian government’s appointment of Angus Mitchell as the agency’s next chief commissioner and chief executive. Mitchell is to start his five-year term on 2 September 2021, succeeding Greg Hood who retired on 30 June. In the interim, ATSB chief operating officer Colin McNamara is to continue as acting chief commissioner. “As the incoming chief commissioner I am excited to bring my 30 years’ of professional experience to help the ATSB continue to evolve as a global leader in transport safety investigation, research and analysis, and influence the implementation of positive safety action,” Mitchell said. “I have long admired and respected the quality and professionalism of the Bureau’s independent ‘no-blame’ investigation reports, and I am looking forward to helping ensure the ATSB continues as a world-leading best practice safety investigation agency which influences the national and international safety agenda.” Mitchell joins the ATSB from Maritime Safety Queensland, where as general manager he oversaw the safe and efficient movement of vessels into and out of Queensland’s 21 ports, and was responsible for compliance activities and safety investigations for Australia’s largest recreational maritime fleet. Maritime Safety Queensland recently was recognised with an Australian Shipping and Maritime Industry Award for its role in managing international shipping throughout
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Incoming ATSB chief commissioner, Angus Mitchell.
the COVID pandemic and supporting the welfare and safety of international seafarers. Prior to leading Maritime Safety Queensland, Mitchell was the executive director of NSW Maritime, where he oversaw Australia’s largest state’s primary maritime regulatory, investigative and compliance agency. He has also served as deputy harbour master – operations for Sydney Ports, where he was responsible for managing day-to-day port operations for both Sydney Harbour and Port Botany.
Mitchell also proudly served as an officer in the Royal Australian Navy for fourteen years, undertaking a number of operational and policy roles. “Angus Mitchell becomes the fourth chief commissioner of the ATSB, and the first with a maritime industry background,” said acting chief commissioner Colin McNamara. “We look forward to the extensive experience and expertise Angus will bring to the ATSB, and to our transport safety investigations.”
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News
Victoria
Melbourne level crossing removals hailed Commuters in Melbourne’s west are said to be the big winners as part of the state government’s ‘Big Build’ program, with new data showing reductions in travel times, and more works to come with the fast track removal of another dangerous and congested level crossing. A 65-tonne piling rig and a 40-tonne excavator have begun digging nine-metredeep foundations for a new road bridge in Ardeer, which will replace the Fitzgerald Road level crossing. The level crossing removal will help improve reliability on the Geelong and Ballarat lines, Victoria’s fastest growing and busiest regional rail corridors. It will also reduce travel times, with boom gates currently down for up to 45 per cent of the morning peak in Ardeer, with 37 trains running through the crossing - delaying tens of thousands of cars and trucks every day. The Fitzgerald Road level crossing removal has been fast-tracked and will be removed by 2023, along with the nearby level crossing at Robinson Rd, Deer Park. Their removal will pave way for the Mt Derrimut Road level
The Victorian government believes level crossing removals can improve Melbourne traffic flow.
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crossing to be removed by 2024, making the Geelong and Ballarat lines level crossing-free between Deer Park and the city. The massive undertaking of level crossing removals in the west builds on the $1.8 billion Western Roads Upgrade, the largest-ever single investment in Melbourne’s road network. New data shows drivers on Palmers Road are saving 20 minutes during the morning peak, while upgrades to Leakes Road have shaved almost 12 minutes off the travel time for drivers, providing commuters with better access to Tarneit Station. Congestion-busting upgrades have been completed on eight priority roads across Werribee, Point Cook, Truganina, Tarneit, Laverton North and Hoppers Crossing, as well as repair and resurfacing work on 37 roads between Footscray and Werribee. The multi-year upgrade has given thousands of Victorians work during the coronavirus pandemic and will continue to do so over the life of a 20-year maintenance program. So far this year, an average of one road every week has been resurfaced in the west as part of the
maintenance program, delivering smoother and safer journeys for all. Work is continuing around the clock on the West Gate Tunnel Project, rebuilding ramps and bridges to make way for four through lanes on the West Gate Freeway. This stage of the project is more than half finished, with bridges over Kororoit Creek and Williamstown Road continuing to be upgraded and work to widen the bridge over Millers Road almost complete. In total, more than $20 billion is being invested in the western suburbs for essential road and rail upgrades as part of Victoria’s Big Build. “It’s great to see work starting on another level crossing removal in the west – when we’re just starting to see the real time benefits of our most recent pipeline of works,” transport infrastructure Jacinta Allan said. “Whether it’s level crossing removals, Geelong Fast Rail, Airport Rail, suburban road upgrades or the Metro Tunnel – we’re delivering the upgrades that gives locals better connections to schools, jobs and health services.”
News
National
CREDIT: ARTC
Economic benefits of Inland Rail to flow across regional Australia
Hard at work building Inland Rail.
The economic benefits from Inland Rail continue to flow throughout regional Australia with a $67 million contract for culverts to be manufactured out of Tamworth in New South Wales. The Narrabri to North Star (N2NS) section of Inland Rail is truly a national project with the 5100 culverts from Tamworth to be used alongside 116,396 concrete sleepers from Mittagong, 224,939 sleepers from Wagga Wagga and 2474 165-metre long lengths of steel from Whyalla in South Australia as the Australian Rail Track Corporation (ARTC) continues to foster relationships with Australian companies. The latest $67 million contract with Holcim will continue to sustain 30 jobs at its Tamworth production line of its Humes factory. The jobs were enabled as part of a previous $10 million contract to produce and deliver almost 2500 pre-cast concrete culverts for the section of Inland Rail between Parkes and Narromine. Australian Rail Track Corporation Inland Rail chief executive Richard Wankmuller echoed the deputy prime minister’s recent call to get Inland Rail done. “We’ve made incredible progress on the project to date, but it is just the beginning for Inland Rail,” Wankmuller said. “We are looking forward to work with the Deputy Prime Minister and his office to bring the immense benefits of Inland Rail to communities right across Australia.” Wankmuller said the Narrabri to North Star
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section of the project is well underway with more than 300 people working on the project to date. “There have been 335 people work on the construction project so far with 94 local residents, but there are many more jobs to come and positions that will need to be filled,” he said. “An accommodation camp was opened last month in Moree to cater for workers and there are dozens of tenders currently being advertised for the project through our construction partners which will result in even more jobs in locations apart from the alignment like here in Tamworth. “Inland Rail has spent more than $10.5 million with 101 local business in the N2NS alignment, but contracts are not just limited to those nearby towns. Right here in Tamworth culverts are being built and transported to the project alignment. Companies across regional Australia with the right skillset are bidding and winning these contracts. There are many more opportunities to come as we still have 11 project sections to be built. “The effects of construction will be felt for years as Inland Rail moves forward and Australian companies like Holcim continue to invest in the right expertise to get the job done.” The culverts consist of concrete pipes and boxes, which help manage water flow underneath the track and assist with drainage. Holcim will make around 9400 concrete products for the N2NS project.
Holcim Australia and New Zealand chief executive George Agriogiannis said innovation and sustainability underpin delivery for Inland Rail. “Holcim has already delivered more than 22,000 tonnes of carbon neutral culverts for Inland Rail, saving more than 7000 tonnes of carbon emissions, equivalent to removing 1350 vehicles from the road for one year,” he said. “The new $67 million contract announced by Australia’s deputy prime minister, includes 9400 products ranging from precast concrete culverts to drainage pipes, weighing more than 70,000 tonnes. Over 19 months, most of these products will be manufactured in regional NSW, supporting local jobs,” Agriogiannis said. “As the global leader in building solutions, Holcim is reinventing how the world builds, to shape a greener, smarter world that works for all. A world that is low-carbon and circular for a net zero future, driven by innovation, to make more with less. That’s why earlier this year Holcim launched Australia’s first carbon neutral concrete, ECOPact Zero, to enable more sustainable construction of houses, buildings and infrastructure,” he said. “Holcim has been operating in Australia for more than 100 years, including 50 years at Humes Tamworth. Holcim has deep experience and strong capability to supply large scale nation building projects such as Inland Rail. We’re proud to support the Australian government to deliver this once in a generation investment.”
ALC wants COVID testing sites for freight workers The Australian Logistics Council urged the NSW government to set up on-site COVID testing facilities at key freight terminals and on more arterial routes. ALC members have implemented highly effective and successful COVIDSafe plans and are committed to the safety and wellbeing of their workers. The supply chain has been going above and beyond to minimise the risk of transmission and support the Australian community through the supply of essential goods and services. ALC interim chief executive Rachel
Smith said the ALC and its members were “acutely aware of their commitments under the National Freight Protocol and are encouraging all freight workers to ensure they undertake frequent COVID testing in line with health advice or at a minimum every seven days, whichever is more frequent”. There are some freight specific testing centres throughout the state. However, more are needed in other critical locations to ensure the movement of essential goods continues uninterrupted and those Australians that need it most can
access the supplies they need. “The evolving situation demonstrates the speed at which infections can occur,” Smith said. “These centres could also be used to vaccinate essential freight workers, providing extra safety to these workers, the unsung heroes of the pandemic. “Australia cannot risk the shutdown of distribution centres or a reduction in heavy vehicle and train drivers and rail maintenance workers. Ensuring the continued flow of the nation’s food, medical, and essential goods supplies should be a priority.”
Trains trump buses to return to top public transport mode Trains regained their spot as the most popular form of public transport in the March quarter of 2021, used by 6.2m (29.3%) of Australians, according to research from Roy Morgan. This was ahead of buses which were used by 5.48m Australians who used buses (26%). More than 2.47 million (11.7%) travelled on trams and just over 1.06 million (5%) travelled on ferries or river cats. All up, public transport use increased in the March quarter 2021, up by two million from the lows of late 2020. The research revealed 8.88m Australians aged 14+ (42%) used public transport during the March quarter 2021. This was up more than one million from the December quarter 2020 and an increase of two million from the September quarter 2020 when around 6.88 million (32.6%) were using public transport. The low in usage of public transport was reached during Melbourne’s long second lockdown last year and when there were significant restrictions on people’s movement in Sydney due to the outbreak of COVID-19 centred on the Crossroads Hotel. Despite the back-to-back quarterly increases, public transport usage in the March quarter 2021 was still down by almost three million people (a decline of 24.7%) on its preCOVID-19 pandemic levels when 11.8 million people used public transport in the December quarter 2019. In the March quarter 2021 trains regained their usual spot as the most popular form of public transport used by 6.2 million (29.3%)
Trains are back as the preferred way for Australians to get to work.
of Australians ahead of buses used by 5.48 million (25.9%). Over 2.47 million (11.7%) travelled on trams and just over 1.06 million (5%) travelled on ferries or rivercats. This new data comes from Roy Morgan Single Source, Australia’s most comprehensive consumer survey, derived from in-depth interviews with over 50,000 Australians each year. Trains are the top form of transport in Sydney, Melbourne and Perth, but buses are most highly used in Brisbane, Adelaide, Hobart and Canberra. Analysing the results for Australia’s Capital Cities shows trains are the leading form of transport in Sydney (49.9% travelled by train in the March quarter 2021), Melbourne (36.6%) and Perth (37.6%). These figures represent increases from the lows of the September quarter 2020 when
only 40.1% of Sydneysiders and 20.8% of Melburnians travelled by train. The lowest patronage of trains for residents of Perth was in the June quarter 2020 with 29.2%. There was also high patronage of buses in these cities with 39.4% of Sydney residents, 33.8% of Perth residents and 22.6% of Melburnians travelling by bus in the 2021 March quarter. Buses remained the leading form of public transport in other Australian capitals including Brisbane (29.9% travelled by bus in the March quarter 2021), Adelaide (28.2%), Canberra (25.7%) and Hobart (17.9%). Patronage of Melbourne’s trams also increased strongly during early 2021 with 27% of Melburnians travelling by tram in the March quarter 2021 up from a low of 15.6% in the September quarter 2020. However, these figures are still well down on tram usage pre-pandemic during 2019 when over 40% of Melburnians travelled by tram in an average three months. Roy Morgan CEO Michele Levine said Australians were returning to public transport early in 2021 as restrictions were lifted. “Public transport usage in Australia continued to recover in the early months of 2021 with restrictions easing around the country and authorities eager to encourage people to return to the office” Levine said. “Despite the increase since late 2020, public transport usage was still down by around a quarter (down 24.7%) from the pre-pandemic period.”
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Moving beyond
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News
National
National coordination and innovation focus required to make the most of infrastructure investment The Australasian Railway Association (ARA) called for greater national coordination to drive innovation and maximise the benefits of the current wave of infrastructure investment continues across the country. The ARA made the recommendations in its submission to the Inquiry into procurement practices for government-funded infrastructure. ARA chief executive Caroline Wilkie said improved coordination and planning between governments would drive efficiency gains in the procurement process. “We are in a unique position to make change right now with so many significant infrastructure projects planned across the country,” Wilkie said. “The right reforms could save money, improve efficiency and lead to more jobs for Australians. “It is critical we take action now to harness this opportunity and make sure infrastructure investment creates lasting benefits for all Australians.” The ARA recommended its best practice principles for rail construction procurement be adopted to improve coordination, reduce administrative burdens and foster innovation. “A consistent national approach would reduce duplication and make it easier to move projects from planning to construction,” Wilkie said. “A national registration and prequalification program would be an essential
Australia is experiencing a wave of rail infrastructure investment.
part of this to make it easier for industry to focus on creating new solutions and innovation.” The ARA also recommended new groups be established under the Infrastructure and Transport Ministers’ Meeting and National Rail Action Plan to create greater consistency between states. Wilkie said it was essential governments championed a culture of innovation and promoted local industry in the infrastructure sector. “There are so many organisations in our industry with new technologies and innovations that could help shape the future of infrastructure in Australia,” Wilkie said. “We must show our support for the outstanding capability that exists in our industry and create opportunities for
innovation to flourish.” “We must show our support for the outstanding capability that exists in our industry and create opportunities for innovation to flourish.” The ARA has recommended the threshold for projects requiring Australian Industry Participant Plans be reduced. Wilkie said a national research and innovation body, as recommended in the ARA’s Finding the fast track for innovation in the Australasian rail industry, was also required. “Innovation needs to be incentivised if we want to keep the world’s best here in Australia,” Wilkie said. “Procurement models should give industry the chance to put forward solutions that support more sustainable and efficient infrastructure for the long term.
Round-the-clock works on the Rushall Curve Metro’s maintenance and renewal team has spent six days and nights replacing track infrastructure on the sharpest bend on the Metro network in Melbourne’s inner north. Known as the ‘Rushall Curve’, the 400-metre stretch of track lies between Rushall and Merri stations on the Mernda Line. The curve is subject to stronger centrifugal forces (outward force) than at any other point on Metro’s 1000-kilometre network. Centrifugal forces can make a train ‘lean’ further into a turn as it travels around a bend.
The works were completed in 145 continuous hours over a six-day period. A crew of 30 people replaced more than 700 metres of track, 2000 tonnes of ballast, 775 sleepers, and removed more than 6000 cubic metres of spoil. Works to the Rushall Curve form part of Metro’s on-going program of maintenance and renewal, with $12 million spent every week to maintain trains, rail equipment and technology. Metro’s General Manager – Infrastructure Jasper Milligan says the Rushall Curve is a
unique part of the network and requires more careful planning. “Safety is the foundation of everything we do. Because of the unique design of this section of track, we require a more intensive level of planning and maintenance. “We used a six-day period to renew this section of track and support a safer, more reliable journey for our passengers. “Mernda Line passengers can rest easy knowing that every service they take is safe thanks to the hard work of our dedicated teams.”
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News
International
A Siemens Mobility train built for Amtrak in the United States.
Siemens Mobility awarded historic $3.4 billion in contracts from Amtrak Siemens Mobility has been awarded US$3.4 billion in contracts in the United States to design, manufacture and technically support 73 multi-powered trains for Amtrak, the National Railroad Passenger Corporation which has transformed transportation by modernizing rail travel in the United States for the past 50 years. There is also a possibility for up to 140 additional trains and maintenance agreements. The order is the NRPC’s latest endeavour to acquire the most sustainable and efficient trains on the market, which include dual powered and hybrid battery vehicles. The trains are to operate across the Northeast Corridor and across various statesupported routes, including operations in Maine, Massachusetts, New York, North Carolina, Oregon, Vermont, Virginia, and Washington. With expanded capacity and the ability to shorten trip time, Amtrak expects the new trains will add over 1.5 million riders annually. “These new trains will reshape the future
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of rail travel by replacing our aging 40-to- 50year old fleet with state-of-the-art, Americanmade equipment,” said Amtrak CEO Bill Flynn. “This investment is essential to preserving Northeast Regional and state- supported services for the future and will allow our customers to travel comfortably and safely, while reducing carbon emissions. “These trains will offer Amtrak and its passengers the latest in sustainable and intelligent rail technology. We believe hybrid battery and dual powered trains will play an important role in reducing emissions and protecting the environment in the United States. In addition, through our digital services, Amtrak will receive real-time information about vehicle operations, allowing them to ensure that their passengers arrive safely and efficiently,” said Michael Peter, CEO of Siemens Mobility. “Amtrak’s investment illustrates America’s commitment to enhancing its rail systems, offering passengers a more sustainable option for travel.” Accompanying the manufacturing contract will be a long-term service agreement
for technical support, spare parts and material supply. The trains include wireless communications, remote monitoring and fully integrated digital diagnostics for increased reliability. These advanced features will enable Amtrak to test and develop new technology and introduce new maintenance approaches to drive efficiency, increase availability and reduce long term costs. The order includes dual power and hybrid battery trains. The first will be delivered in 2024, while the first of its kind Venture Hybrid battery train will begin testing in 2025. The trains for the Northeast Corridor and State Supported routes will be delivered from 2024 through 2030. Through the use of multi-power systems, including hybrid battery operation, they will also provide a substantial environmental benefit through reduced emissions compared to the existing fleet. The trains will be manufactured at Siemens Mobility’s North American rail manufacturing facility in Sacramento, California and will comply with Federal Railroad Administration Buy America Standards.
Cybersecurity campus to include a dedicated rail focus Alstom has invested in Campus Cyber SAS, part of an effort aimed at leading the way towards greener and smarter mobility.
Delivering integrated solutions DCWC is one of Australia’s leading providers of independent end-to-end project services. We have a national footprint, 50+ years’ experience, total independence and design driven thinking.
Alstom has invested € 100,000 in Campus Cyber SAS, a French company supporting the wider Paris Campus Cyber initiative. This investment is aimed at strengthening Alstom’s ambition to lead the way to greener and smarter mobility, worldwide, as outlined in the company’s Alstom in Motion 2025 strategic plan. As a shareholder, Alstom has now become an associate member of the campus, a centre aimed at unifying the cybersecurity community and developing synergies between various industry players. Joining this campus will enhance existing rail systems’ cybersecurity capabilities and help drive the rail industry towards a cyber-safe future. The Campus Cyber, in La Défense (near Paris), will open in the northern autumn 2021, and bring together industry, governments, academic and associations representatives under a single cocreation environment. “This will be the first campus in the world with a focus on the rail sector. Again, Alstom is actively forming a partnership to ensure that the rail industry is equipped to tackle cybersecurity challenges all over the world,” said Eddy Thésée, vice president of Cybersecurity at Alstom. “Leveraging expertise from other sectors to boost the ongoing development of cybersecurity solutions designed for mobility, will ensure a rapid and resilient response to operators’ demand.” As a leader in the railway industry, Alstom addresses the entire rail cybersecurity lifecycle. Alstom can help rail asset owners and operators undertake risk analysis, understand where their vulnerabilities lie and react appropriately. From building a new line to launching a new type of train or upgrading or operating their transportation systems, the Alstom cybersecurity team works with trusted partners to set best practices and benchmark standards for the rail industry, throughout the entire value chain.
DCWC’s Infrastructure team is experienced in both consulting and construction with expertise across rail, road, water treatment, dams and marine sectors. Our operational experience ensures we are responsive and proactive from concept through to delivery. Through a holistic approach, we will provide valuable advice and assurance to ensure each project reaches its full potential. Our value lies in our senior personnel’s skills and experience and our team’s ability to consider each project as a whole. Infrastructure services includes: Estimating and cost planning Forensic claim analysis Risk management and value engineering Independent certification Due diligence reporting
Contact: 03 8662 1111 info@dcwc.com.au dcwc.com.au
News
New Zealand
Dame Whina Cooper goes 24/7 as CRL tunnelling ramps up The final piece of City Rail Link’s Tunnel Boring Machine, Dame Whina Cooper, is now in place allowing the “big underground factory” to operate at full capacity on its journey below Auckland. Fitting a conveyor belt to the TBM to continually remove spoil excavated underground allows the project to shift tunnelling up a gear to a 24-hour-seven-daya-week operation from working previously 24 hours-five- days-a-week. “As with any machine Dame Whina Cooper has had as careful and steady start. Being able to run 24/7 means we’re now ramping up even more to get the very best from our TBM,” said Francois Dudouit, Project Director for CRL’s Link Alliance. Tunnel spoil, conditioned by the TBM into
a paste, is carried along the conveyor belt to a purpose built “muck” shed at the project’s Mt Eden site to be loaded on to trucks and taken to various disposal sites around Auckland and north Waikato. The conveyor belt already trails 209 metres behind the TBM. By the time tunnelling reaches Aotea Station in central Auckland at the end of the year, extensions fitted to the belt will push its length out to two kilometres. A team of 12, below and above ground, operates the TBM on its 24/7 schedule. Three teams rotate shifts every 12 hours. “Progress is good - we’re all aware of CRL’s importance and the big difference we are making to the city’s future,” Dudouit said. Already, 7000 tonnes of spoil have been excavated since tunnelling began at Mt Eden
in May. Removing spoil is one of the three main functions of the TBM that is specially designed for Auckland’s subterranean conditions. It has excavated just over 97 metres from the first of its two underground journeys, first to Karangahape Station and then on to Aotea. At the same time, the TBM has fitted into place the first 406 concrete segments for the tunnel walls. By the time CRL’s twin tunnels have been excavated next year, over 14,000 concrete segments will have been installed. When CRL is completed and fully operational, the 3.45 kilometre line linking Mt Eden and Britomart stations will carry up to 54,000 people an hour to and from central Auckland in morning and afternoon peaks.
A rail construction site in the city of Auckland.
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HIGH PRECISION SCANNING OF RAIL GAUGE
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Measuring rate up to 10kHz with 2048 points / profile Range from 10 x 8mm to 200 x 300mm Interface with Ethernet GigE Vision, RS422, Encoder Inline 2D measurement with 3D visualisation Multi-sensor applications & synchronisation
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Monitoring of Wheel Tires & Brakes Wear Profile Measurement on Rail Head Integration on Rail Measurement Wagon Grinding Profile Measurement
Contact us below for discussion.
Email: enquiry@bestech.com.au
GLOBAL TECHNOLOGY LOCAL SUPPORT
Phone: (03) 9540 5100
Digitalisation
Upgrading legacy systems Siemens Mobility is cooperating across industries, with Siemens solutions effectively deployed on aging rail assets, despite the challenges of COVID-19. SIEMENS Nexas in Melbourne has been in service since 2003 with 72 sets (216 carriages in service) and while having an upgrade in 2016 much of the vehicle is as designed. It is a testament that many of the electronic products are continuing to provide service after all these many years. But time marches on and after close on two decades, even these highly reputable units were found to be showing their age when it came to their programmable logic controllers (also called PLCs). For a refresh, PLCs act as an interface with many of the onboard systems and a driver’s panel. For the Nexas they are based on a Siemens SIPLUS model which is designed for the challenging environment on board.
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According to Eric Bougeois, country business unit manager of the Siemens Mobility facility at Port Melbourne when it came time to replace some of the units were outdated . “We we reached out to our cousins in Siemens Limited Digital Industry Factory Automation for assistance,” Eric Bougeois said. Experts of both teams analysed the status together and found a replacement PLC from the S7 SIPLUS Rail Extreme Series Then COVID hit and the entire application development and testing was performed using simulation over MS Teams by engineers both in Mobility and Digital Industry Factory Automation . Having produced a functional like for like replacement it was time to install and commission.
“Both Siemens Mobility and Siemens Digital Industry were able to test their systems even though not co-located,” Bougeois stressed. When it came to the commission of the equipment the teams had to show some imagination. The solution was again found in cross -industry collaboration with one MTM team on the train and the two separate Siemens teams conducting all tests via MS Teams. “After successful commissioning the vehicles went straight back into service,” Bougeois explained. “Having the processing power of a PLC in place it was then decided to further enhance the application and provide a logging capability in which the PLC logs every
Siemens Mobility CEO Australia/ New Zealand, Raphaelle Guerineau: “Our collaboration with other Siemens businesses is adding value for customers.”
Siemens Mobility country business unit manager, Eric Bougeois: “Programmable Logic Controllers are collecting a big amount of data to enhance asset utlisation.”
“The processing power of a PLC offers many new options such as data analytics for maintenance and transient alarms. ” Eric Bougeois, country business unit manager, Port Melbourne.
transaction to the inserted SD card. That means when a vehicle comes in for a service the maintainer can download the logs and take the necessary action even on transient alarms.” ALARM AGGREGATION Siemens Mobility products and solutions development manager Steven Baker said many subsystems made modern trains complex. “One of those subsystems happens to be the alarm aggregation system which communicates with many of the onboard systems and displays them to the drivers console,” Baker said. These trains were still in great shape but the data capturing capabilities need to be enhanced because technology evolves fast. The question is whether to continue down
the path for which the unit was originally designed or, in contrast, to add enhancements to the system. The decision was to take the latter option. Baker said they were now wellplaced to implement downstream processing and capture of alarms and analytics as required. By putting in enhancements, the system can now interface with a full analytics platform for example Railigent. “It shows after all these years we can support our products and produce enhancements,” he said. “Siemens is such a diverse product family and can collaborate across industries.” ONE SIEMENS ENTITY Bougeois adds that they sought to be seen as one entity “albeit with multiple departments across Australia, but we always work together to find solutions for our customers because we have enormous breadth of knowledge and depth across multiple industries”. “When we started doing development work in this area, we reached out to our digital factory cousins and worked with their development engineers,” he said.
“The work was done as a great team effort and this is one of the strengths of dealing with Siemens Mobility; you may be dealing with one business unit but we have access to new developments and solutions in other industries and know how to implement them.” Bougeois said it was about more than enhancing the life of an asset. “It is also about boosting safety and security for passengers,” he said. “The first step is to monitor the product. That is what we do with the PLC. “That way, we can predict issues. “We prevent issues happening, we could prevent traction system issues and we get access thanks to the PLC.” Siemens Mobility CEO Raphaelle Guerineau said teamwork and innovation were part of the Siemens DNA. “The technology-for-a-purpose concept is key to our Siemens strategy. Due to our collaboration with other Siemens businesses we’re able to deliver bespoke solutions for our clients in Australia and New Zealand and enhance existing systems,” Guerineau said.
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Digitalisation
Transforming rail profile inspections A mobile test bench for rail profile inspection during rail grinding and milling. Australia’s railway network comprises metro lines for commuters and heavy-haul lines for transport, services and freight from remote locations. The sheer size of the Australian landscape provides a variety of conditions and challenges for proper maintenance to ensure smooth and efficient operations. These rail systems are constantly subjected to high load, excessive residual stresses and extreme weather conditions. These causes contribute to the deformation of the rail head and increased rail wear, which combine to cause an elevated noise level and damage the track components. In addition, it also causes defects from rolling contact fatigue which can drastically reduce the rail lifespan. Rail industry now demands increased yearly availability with a longer rail lifecycle and better environmental sustainability. Therefore, there is an increasing urge to develop a reliable track maintenance system to ensure the availability of track all year round. Rail maintenance services such as rail grinding and rail milling are commonly used rail maintenance techniques to reduce the damage from rolling contact fatigue and eliminate elevated noise levels. The development of integrated sensors and testing instruments have enabled continuous and automated data logging and measurement and eliminated the need for manual on-track measurement. Bestech Australia has supplied sensors, instrumentation and data acquisition to support the development of a holistic testing and measurement system for the rail testing and rail maintenance industry. We supply the laser profile scanner from Micro Epsilon for the Australian Rail Consultant to develop a high precision scanning system for rail wear maintenance. GRINDING AND MILLING The practice of rail grinding and milling is to ensure the removal of sufficient materials as necessary to guarantee the maximum lifespan of the rail. Therefore, it is essential to measure the profile before and immediately after the
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grinding wheel. Rail milling trains are generally used for track repair and maintenance. The scanCONTROL scanner can be placed at the position before and after the grinding wheel. This configuration allows automatic recording of data and transmission to the central control unit in the milling train. The scanCONTROL profile scanner differs from other equivalent profile scanning technology. The sensor has an intelligent and integrated controller which allows automatic evaluation of profile properties in the sensor such as gap, groove, tile angle, etc. It saves time for the operators as they do not need to develop a specific algorithm to process the raw profile and measurement results to define the rail condition. This smart scanner provides an option to intelligently track the profile on the specific area on the rail head. It can also automatically align itself to correct the inclination and position to generate a smoother profile. However, there is also an option to use a scanner without the smart intelligent controller. This sensor will output the raw profile in the measurement software. The users can use the data with a powerful, integrated software development kit based on C/C++, LabVIEW, Linux or VB. Effective rail track maintenance also extends to predictive maintenance based on condition monitoring applications. The profile scanner also has been used to develop automated condition monitoring systems which are mounted on the measurement wagon / test bogie. For example, measurement wagons are commonly used for inline rail inspection. Six laser profile scanners are installed on the measurement wagon to measure rail profile from below, above and from the side, on each side of the rail gauge. This system is possible as the scanners can be synchronised and can record all the profiles
A close-up image of the scanCONTROL device.
within one measurement. Therefore, profiles, width and height of the rails on both sides are simultaneously evaluated and determined in the sensors. The scanners have been proven to measure reliably under changing environmental conditions such as on fast changing surfaces. This is due to the advanced real-time-surfacecompensation feature that compensates for the change in the intensity of the reflected light. It allows the detector to adapt the exposure time and the threshold of the light detection in realtime to generate stable results. Sensing technologies have been crucial in supporting the advanced testing and industrial R&D as well as product development such as we have seen for the rail testing and condition monitoring applications. Not only for rail track maintenance, but there are also numerous applications where sensors can be integrated directly on the rail cars for guiding and drive systems or to control the position of the coupling in the locomotives.
Photo: stock.adobe.com | rh2010 | # 225828854
SPEED WITH SILENCE.
Digitalisation
Harnessing the power of digital Powering railways into the future Rail Express spoke with Dominic Clark, Alstom’s signalling and infrastructure systems director in ANZ, about what is happening, digitally, in the world of rail right now. DOMINIC CLARK (DC) The technological advances of the 21st century all rely on one thing – data. Successfully delivering better customer outcomes across a range of industries will broadly hinge on how this data is used. This is very evident in the railway sector. Today’s rail infrastructure produces large volumes of data and this offers new opportunities when it is gathered, stored and analysed in order to produce more efficient services for customers and communities. The extensive use of this data has allowed areas, such as maintenance for example, to become more precise and predictive. Today, we can identify previously undetected faults, pinpoint failing assets and improve troubleshooting across vast networks of both freight and passenger services. This has had a
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real impact on our industry Together with rail operators and infrastructure managers, Alstom, via the use of a broad range of digital applications, is helping optimise networks, boost the effectiveness of maintenance and improve the availability and efficiency of entire railway systems. The shift toward digital is filtering through the entire rail industry – with the most significant developments happening in the signalling space. THE FOURTH INDUSTRIAL REVOLUTION AND WHAT IT MEANS FOR THE RAIL INDUSTRY REX: It seems that the digital revolution has the capacity to really change our industry and beyond? DC: Some are calling this shift to digital
as the Fourth Industrial Revolution which will have significant impacts for the future. In terms of CO2 emissions, and energy consumption, rail is the most sustainable means of transportation. Nevertheless, to make rail truly attractive, we also need to manage the growing volumes of passenger and freight without constant reinvestment in new infrastructure or technologies. The original Industrial Revolution was made possible by innovations in water and steam, while the Second saw electricity introduced to power new systems and ideas. The Third Industrial Revolution, meanwhile, ushered in the digital era, developing exciting ways for information technology and electronics to work in tandem. Now the Fourth Industrial Revolution, focused
on automation and smart technologies, is building on its predecessor, while being just as revolutionary in terms of achievements, not least for rail.
CREDIT: Rail Gallery
An artist’s impression of a fully digitalised railway station.
RETHINKING RAIL CAPACITY - MAKING UPGRADES AFFORDABLE Extraordinary growth in rail demand has pushed many systems to their capacity limits, and this is a challenge that can be met by the advanced digital signalling, made possible by the latest technologies. It creates new possibilities for increased passenger numbers and freight volumes. REX: How does the use of digital technologies change the way we have done things up until now? DC: By moving products and cables away from the track and onto trains we shift our focus from developing hardware to software and solutions that focus on intelligent use of data and automation. It is all about establishing communication that is more reliable, immediate and accessible. This intelligent, accessible and reliable data means systems and system operations can
Digitalisation has allowed for absolutely accurate journey planning.
be predictive rather than what has been traditionally reactive. An additional benefit is that when less trackside equipment is needed, the associated cost for maintenance is eliminated. The Sydney Metro Projects for example, with its fully-automated, driverless technology has already provided Australia with of a glimpse of what is possible. SMARTER MAINTENANCE AND MORE SECURE SYSTEMS When rail systems become more ‘hardwareagnostic’, introducing new functionalities becomes easier. Since systems can be updated more easily, the possibilities for new and more efficient servicing methodologies open up. For example, applying advanced analytics to operational data improves our understanding which then can be used to improve traffic management or pinpoint how an operator can make substantial energy savings across a network. Through data fusion, algorithm functions are transferred from track to train. Using both satellite navigation and inertial movement to accurately and safely measure the location and speed, equipment for trackside monitoring is now integrated within the train while reducing asset management burden. Shifting to digital also means that we can be agile and innovative to address shifting system needs, evolving client and market needs as updates can be rolled out remotely – ensuring a system never goes out of date and is cybersecure during a train’s entire life cycle. HARNESSING THE POWER OF DIGITAL REX: What does a Digital future mean for companies like Alstom who have a very strong, traditional industrial base? DC: The Fourth Industrial Revolution goes hand in hand with an evolution of new business models for the rail industry. A movement away from trackside hardware in the signalling space for example, is progressively transforming Alstom to a digital and software-based company, in tandem with its traditional industrial prowess. In addition, the cross-pollination of technologies means that more and more of our applications are not specific to railways. Instead, we are looking at a range of solutions for all markets. We are taking fresh ideas and concepts and adapting them to rail to ensure they meet the highest standards of both efficiency and safety which can also be applied to other industries. The future is already here, and we are determined to stay one step ahead.
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Legal and Compliance A raft of major projects presents both risks and opportunity for investors.
Big projects and risk management A plethora of rail and infrastructure projects provide opportunity, but it will be those who prepare for risk who are likely to prosper. Infrastructure, and particularly rail infrastructure, is being rolled out in a major way across the nation’s capital cities. This is driven by the long term need to manage growing populations, topped off with the short term need to stimulate economies at a time of global pandemic. Infrastructure advisors Donald Cant Watts Corke recently prepared a report outlining the combined infrastructure ‘big spend’ of the New South Wales and Victorian governments as being of $3.2bn per month for the foreseeable future. Such big-ticket projects provide significant investment opportunities for financiers and the chance to win lucrative contracts for developers – a considerable construction program to be sure. But it is not all about beer and skittles; while those companies that play their cards right can indeed make a ‘motza’, companies can be exposed to risk, with the pandemic impacting the supply of resources – particularly human – and heavy machinery. The DCWC report noted supply chain constraints as early as 2018 (well before the pandemic), quoting Australian Construction Association figure Lindsay Le Compte as saying: The client has an obligation to ensure that they have undertaken all of the relevant background investigations to enable them to
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develop an appropriate tender specification. DCWC infrastructure division managing director Peter Gill has a detailed knowledge of this issue. He said a focus of this ‘big spend’ is going to be rail and many resources required for rail projects have become harder to source. “The focus of that ‘big spend’ is going to be in the rail sector,” said Gill, “We are looking at major projects such as the Suburban Rail Loop, the Melbourne Airport Rail Link and the Sydney West Metro route from Central to Parramatta and Westmead,” he said. “So, this big spend is going to be in the rail infrastructure sector and there are some significant challenges.” HUMAN RESOURCES So, what are these challenges? The first one is resources, particularly human ones. He notes there was previously easy access to such markets as the UK, Ireland and South Africa. All these are now largely closed due to COVID. “Skilled workers, blue collar workers and tunnelling experts from overseas now will be restricted due to travel. “We have these major projects, particularly in rail, kicking off, even as we speak, and it will be difficult to get those resources to service those projects.”
Consequently, salaries have spiked over a very short period of time for those with infrastructure skills. “For example, a senior quantity surveyor two or three months ago would have cost a QS Company in the region of $145,000. “If I asked for that same resource today, that same resource would be commanding $165,000 to $180,000. “Resources, and particularly skilled resources, are going to be a major challenge to get into the country. “So where are those new resources going to come from to execute those rail projects?” HEAVY EQUIPMENT Gill noted concerns about access to heavy equipment such as tunnel boring machines. “These are expensive pieces of equipment and cost in excess of $70 to $80 million each but current competitive markets such as China could be closed if there is another world-wide pandemic and they may have to be sourced further afield from Germany or the United States,” he said. “The cost of those machines is sure to be significantly higher. “Road headers, the traditional tunnel boring method, are in good supply, but trying to get those from Japan or other areas may
prove to be difficult as well.” Not to mention, many of the commodities come from China, including joinery and other materials for the construction sector, are also set to cause an issue. “These investors and financiers face risk – there will be a premium to pay to those markets that are open. “Then there is the risk of another pandemic and that is still there.” RISK MANAGEMENT LESSONS These issues of both resources and heavy equipment supply mean companies must implement detailed ‘risk management’ plans and decide how they are to cope. Gill argues that companies should avoid exclusivity clauses in contracts when it comes to product supply. “Clients that say, ‘you must purchase from this organisation’ – companies have to push back,” he said. “Invest in using automated plant and procure appropriate resources and capability now for early management in the future. These are the key issues.”
Australia is undergoing a boom in major infrastructure projects.
OPPORTUNITY AS WELL AS RISK “COVID-19 presents a significant opportunity for Australian companies to refresh business continuity and crisis management plans,” he said.
“Having a deeper understanding of current issues will allow companies to plan for, and respond to, impacts on both local and global supply chains. “Implementing these strategies will give these companies a competitive edge.”
Legal and Compliance
The VeloGleis – A great accident risk is eliminated The VeloGleis is a solution for the merging of cycling and rail transport. BICYCLES V TRAMS However, there is the continuing risk at locations where bicycles and trams overlap. Serious accidents occur again and again when bicycle tyres get caught in the rail grooves of tram tracks. These risks are ever increasing as urban transport policies promote the increased use of cycling in our major cities with dedicated cycleways being incorporated into our road network. Couple this with infrastructure upgrades of tram stops for DDA compliance, often moving the stops from roadside to adjacent to tracks changing the interaction between trams, road users, cyclists and pedestrians. This often requires cyclists to go up and over the platform. At peak times, this is not always possible and riders often have to make a split second decision to change and ride in the tram tracks. Experienced cyclists know that they must never cross the grooves at a sharp angles, but the risk is ever apparent. In the accident statistics 2020 of the VBZ Zurich, CREDIT: NINE ENTERTAINMENT / THE AGE
With the impending requirement for transport operators and providers to be compliant with the requirements of Disability Standards for Accessible Public Transport legislation, there is a need for solutions that reduce the risk and harm to wheeled users when crossing tram tracks. VeloGleis has been developed to reduce severe injuries at these high-risk locations. The flange way of all rail systems poses a risk to wheeled users around the world. Australia has not been immune to accidents between users and all forms of rolling stock or serious accidents occurring with cyclists interacting with the permanent way. There has been significant product development by specialist suppliers over the last two decades to find solutions for level crossings, to help mitigate the risks at pedestrian crossings or at road level crossings on large skew angles. These solutions have also given transport operators the ability to upgrade and enhance these crossings to ensure legal compliance with DDA gap requirements.
The VeloGleis solution aims to avoid the risk of cyclists’ wheels getting caught in the light rail grooves. Brunswick Street, turning across the tram.
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there were 613 reported accidents involving at least one bicycle. Figures could be much higher, however, as minor accidents frequently go unreported. Closing the groove with the simplest materials, such as rubber or encapsulants, has always failed because these materials have to withstand the continual passing of the rollingstock wheels. The inevitable destruction from the wheel cutting and breaking of the filling material and shifting it in a longitudinal direction can often pose a greater risk to cyclists than the empty groove itself. Areas such as turnouts or curves are a “hotspot” for accidents and such simple measures are not easy to implement. DEVELOPMENT – PILOT PROJECT TRAM STOP SCHWERT IN ZURICH HÖNGG’ Zurich 2013, the first large-scale pilot project for velosafe tracks (‘velo’ is Swiss German for bicycle) starts. During the summer holidays, the Schwert stop in Zurich Höngg is refurbished and redesigned barrier-free. As the track were also being replaced, the VBZ used this opportunity to test a new rail system. This aimed at preventing the jamming of Velopneus (bicycle tyres) in the tracks. Over a length of 90 meters, the construction was installed with a rubber filling in the rail groove. According to the VBZ, the additional costs amounted to a total of around 415,000 Swiss francs. That day was the beginning of a task and vision that did not end for those at SEALABLE (previously Dätwyler Sealing Technologies Deutschland GmbH). Unfortunately, the test installation of both participating suppliers did not lead to the expected result. Today, almost ten years later, with the support of Künstler Bahntechnik GmbH, that vision has been fulfilled. DESIGN FEATURES The VeloGleis is a patented metal construction system that has an extruded replaceable elastomer profile. This profile fills out the open flange way groove to enable safe driving and crossing of bicycles, strollers or wheelchairs. A rail vehicle can continue to operate over the system without risk of derailment. The wheel
flange compresses the filling profile into the groove chamber when crossing. After passing through, the profile returns to its original shape due to its rubber-elastic properties and closes the groove again. The resetting force of the filling profile was chosen in such a way that it is not reached by bicycles or pedestrians weighing on it. A special rubber compound was formulated, which is resistant to mechanical loads, ensures high wear resistance of the profile. Moving the profile by passing rail vehicles is prevented by securing the profile into the surrounding mounting frame. The metal construction mounting frame system has an easy-to-use removable section, which enables maintenance and cleaning work, and the replacement of the profile or even the reprofiling of the rails without the use of heavy construction equipment. When installed on both sides of the rail, the double-sided system enables the replacement of the complete rail without disturbing the road pavement. The system uses common rail components and can be incorporated with special track accessories such as drainage boxes, axle counters, etc. Stray Current protection is also incorporated into the system with insulators in the fasteners as well as with the proven RCS® system. The primary focus for the use of VeloGleis is in the areas of narrow rail curves, “in road” crossings at cycleways or at tram stops and areas such as at points or turnouts. EVIDENCE, TESTS AND REFERENCES After all the theoretical tests, simulations, and the countless prototypes, the Basel VerkehrsBetriebe (BVB) and the Association Pro-Velo in 2019 thoroughly checked the solution relating to safety, installation, maintenance, and cost. The system was initially thoroughly tested on a private test track. Recruited cyclists tested the system with a range of different types of bicycles, e-bikes, bikes with trailers under various conditions – for example, when cyclists have to cross a rail twice, with longitudinal cars in front of the tram stop, in wet or with leaves on the road. The feedback from the test riders on the bike track was consistently positive – regardless of the cyclist’s ability, the track system proved to be well navigable and was perceived as safer when crossing the rails than tracks without rubber filling. The first pilot installation took place in Basel, Switzerland, where 125metres of bicycle track was installed with VeloGleis. It was a challenging location with Bombardier Flexity 6/4 vehicles passing at 7½ minute intervals and, based upon previous counts, about 1080
An image showing the road, cycle track, rail and VelosGleis rubber profile.
A close-up image of VeloGleis deployed in the city of Zurich, Switzerland.
wheel users passing through the area in 24 hour periods. A second pilot project was installed in Cologne, Germany. At the exit from a tram depot, a cycle path crossed at several locations over the narrow 32metre curves in the tracks showing again the possibilities with the VeloGleis to provide safe and legally compliant DDA crossings even at the most demanding conditions for cyclists. Noise protection is another not-to-beunderestimated feature of the system, especially with the crossing of rubber tyred vehicles. A rail groove repeatedly generates disturbing impulse noises, considerably above the ambient environmental noise levels. As the groove is now closed with VeloGleis, the noise is drastically reduced. More detailed
tests on the extent of this isolation are still in the pipeline. SUMMARY AND OUTLOOK The well-known problem of “in road” rail crossing of cyclists, especially at sharp angles, now has a solution to help transport operators meet the requirements of the Disability Standards, and mitigate the risks associated with conflicts between rail and wheel. VeloGleis will provide an opportunity for even more creative urban planning. It will bolster the integration of cycling into future urban environments, allowing public transport and bikes to interact equally and safely, side by side, complementing each other, a step towards reducing vehicle numbers on our road network.
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Operations and Maintenance
Driving energy solutions Global efforts to decarbonise transport are increasing demand for driving advice systems on trains which consistently deliver 10 per cent reductions in energy use. In a world where conserving energy and reducing carbon emissions is crucial, both rail and technology play an essential role in delivering mobility efficiency benefits. Playing a pivotal role in this space is Trapeze Group, part of the international transport technology company, Modaxo. Modaxo recently acquired the Australian business, TTG Transportation Technology, which pioneered Driving Advice Systems (DAS) and now its advancements, such as Connected Driving Advice Systems (C–DAS). Rail Express recently spoke with Trapeze’s managing director - ANZ Rail, Ben Dvoracek, a rail technology leader who has spent much of his career providing technology solutions enhancing the sustainability of mobility, and TTG founder Dale Coleman. Coleman is seen by many as the father of C-DAS - now a special advisor to Trapeze. Many rail experts understand that C-DAS technology not only saves energy, reduces carbon emissions, and provides performance improvements – it makes good commercial business sense. As Dvoracek, observed, “Where people live, when, and how they travel is changing. Rail still represents the most efficient way to move goods and people in large numbers”. “The importance of taking action to decarbonise the world has never been more significant,” he said. Sustainability in rail is about being more energy-efficient, regardless of its source. “There are proven solutions available now that will have an immediate, tangible impact on rail operators’ energy savings while improving the sustainable use of our rail infrastructure. ” Dvoracek said. In this regard, success has been achieved with the Trapeze DAS solution TTG Energymiser, an Australian-developed and award-winning technology that has been implemented globally. The technology has been installed on more than 8,000 train and driver applications across 80,000 km of track in 10 nations and four continents, and consistently delivers 10-12 per cent reductions in energy consumption when deployed on rail networks. An example of this is in New Zealand, where state-owned KiwiRail recorded a 13.5 per cent fuel reduction saving since the implementation of TTG Energymiser. Together with other
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A driver operates a train using DAS on a tablet.
sustainability efforts across their businesses, DAS has contributed to a total energy cost saving of more than NZD 2.8m every year. KiwiRail has reduced carbon emissions by saving around 17 million litres of diesel from being burnt into our atmosphere over five years. Experienced locomotive engineer, Robin Simmons, was instrumental in the adoption of TTG Energymiser for KiwiRail in 2014. Simmons was recently added to the Queen’s Birthday Honours List and is a Member of the New Zealand Order of Merit for services to the rail industry. Reflecting on his work with TTG, Simmons noted the rail industry in NZ is competitive with road transport, and the difference between profit and loss can come down to the cost of a litre of fuel. Simmons admits he wasn’t all that keen to start with, because the projected fuel savings seemed “too good to be true”. “However, I eventually agreed to help, provided I was permitted to evaluate the product without anyone trying to influence me, or push me in any particular direction. TTG suggested that we should expect to reduce our fuel consumption by three to five per cent annually. However, initial testing showed this was higher, and lead to about ten per cent savings on energy year on year.” In 2016, following implementation of DAS, KiwiRail won the prestigious Deloitte Energy Excellence award, based on the greenhouse gas reductions and fuel savings achieved.
BENEFITS FOR ALL RAIL TYPES The TTG C-DAS technology is in production, providing energy savings and performance improvements on many rail types. These range from enormous heavy haul trains to high-speed electric commuter trains, and the benefits appear to hold true with trams and light rail. “We are performing a trial on a light rail system right now; we have partnered with an organisation in Australia that recognises the advantage C-DAS provides in improving performance and energy optimisation on light rail and the tram network,” Dvoracek said. “We are starting to observe positive test results, so we think those discussions will continue and evolve to benefit other tram operators.” EUROPEAN EXPANSION Growth in the uptake of sustainability initiatives and technology is occurring in Europe, where the EU and national governments are decarbonising transport. Close cooperation is underway with French rail giant, SNCF, which uses three per cent of all electricity consumed in France. SNCF operates the signature high-speed service, the TGV, and installed TTG Energymiser on all TGV trains to achieve energy consumption savings of up to ten per cent. Current energy expenditure directly related to TGV trains is around €200 million annually, from an overall SNCF energy budget of €1.3 billion. When TTG Energymiser
is fully rolled out to the entire fleet, SNCF expects to increase savings, while reducing their electricity bill and achieving significant greenhouse gas reductions. Coleman said there had been positive signs from governments around sustainability targets in the early days, and policy changes helped in the uptake of new technologies and taking advantage of their benefits. Technologies such as C-DAS can encounter barriers to being widely adopted, in the form of government regulations and conditions. Europe has been active, however, and has set expectations around having C-DAS technology as a part of their operations and rollingstock tenders. Rail operators are required to utilise a system that is going to improve performance and save costs but add to the economic use of the infrastructure authorities are pushing for. The NZ government’s commitment to the Paris Agreement is also worth noting. As part of that agreement, KiwiRail has committed to reduce carbon emissions by 30 per cent by 2030 and be carbon neutral by 2050.” As highlighted by Simmons, “most people have an opinion on climate change; some agree, and some do not”. “However, the evidence is compelling when you see the bushfires and flooding,” he said. THE ROLE OF RESEARCH Dale Coleman aligns the success in DAS to academic partnerships, particularly with the University of South Australia (Uni SA) and their senior researchers Professor Ian Milroy and Professor Peter Pudney. The relationship with the University of South Australia dates back more than 25 years and Coleman said it has been crucial. “It is the fundamental reason we are where we are today, because of the really clever people at Uni SA who were thinking about these issues in the 1980s,” he said. “I happened to be passionate about rail efficiency and the opportunities for energy efficiency a long time ago myself, and we partnered with Uni SA on the mathematics that would allow that to be realised.” Coleman, who believes Australia can invest more in research and development, says working with the university is “a really important aspect of what we have done, and we think it will continue to be so”. “We are proud to have worked with them and to have helped support clever Australians,” he said. Trapeze received the Innovations Connections Grant from the Commonwealth government in April and has applied for the
A Driver Advice System in a KiwiRail train cab.
“The four things driving the rail industry to meet the demands being placed on it are, automation, real-time digital connectivity, energy efficiency and sustainability.” Dale Coleman, founder, TTG. Linkage Projects Grant from the Australian Research Council with a view to secure three years of research and development for new innovations in energy optimisations in railways. ENERGY TRENDS Coleman said energy efficiency and carbon emissions reductions would remain a crucial theme, even with newer and cleaner fuel. He notes hydrogen is expensive to make, so using less of it is still going to make good business sense. A similar theme applies to battery technology. “Creating efficiencies and using less energy makes sense regardless of the primary source. We know that to significantly reduce CO2 emissions and meet the ambitious goals defined by many nations, it won’t be just one initiative that solves the problem. It will be a battle on many fronts, and we need to do all that we can.” The DAS solution not only supports this endeavour but provides significant cost savings – a win: win for rail operators and the environment. AUTONOMOUS TRAINS Does C-DAS technology represent a trend towards full automation? DAS and C-DAS technologies are totally consistent with autonomous train operation. “The four things driving the rail industry to meet the demands being placed on it are,
automation, real-time digital connectivity, energy efficiency and sustainability,” Coleman said. “C-DAS is a key part of the technology roadmap that supports a fully digital railway that meets the performance customers expect and the sustainability society demands.” Trapeze is working with several operators and Tier 1 suppliers globally, to ensure C-DAS is developed as a system of systems and can seamlessly integrate into current and future digital rail systems. “We are working with manufacturers as we speak, so C-DAS will find its way, as we see it, right through to full automation,” Coleman said. FINAL THOUGHTS Dvoracek said Trapeze “wants to make a difference” indicating a sense of global responsibility. “I think we can make a difference to people’s lives and businesses just by making things more efficient, and that is what this technology does,” he said. “Looking at how important decarbonisation is globally, one thing is sure and that is the importance of rail for the future of our planet,” he said. “We are very passionate about investing in the technology, people and partnerships that enable railway networks the world over to realise and maximise sustainability.”
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Operations and Maintenance
Making rail parts talk Bonnie Ryan, GS1 Australia director - freight, logistics and industrial sectors, on barcoding and the innovative i-TRACE program. Please explain how Project i-TRACE provides the building blocks for digitalisation in the rail industry and how is barcoding the first step to digitalisation? Project i-TRACE offers a framework of data standards that enables interoperability of business communication across the value chain. In respect of materials in the rail sector, the first critical element is to have a common and consistent (digital) understanding of what something is, and then have the ability to automatically capture data about it and ultimately exchange that information with relevant stakeholders. To enable this, there are
Bonnie Ryan, GS1 Australia director freight, logistics and industrial sectors.
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foundational building blocks that need to be put in place and this is what Project i-TRACE is all about. Globally unique and unambiguous identification of everything, along with physical marking by way of barcoding and/or tagging of parts and components means every stakeholder in the chain is able to capture and accurately interpret information that can then be utilised in a range of processes, including maintenance, logistics, and of course asset management processes. What are the benefits of barcoding for the rail industry? Barcoding (or tagging) allows critical data to be electronically captured at point of use or point of interest. Using barcoding technologies is not new but it is still as relevant and important today as it was when it first launched 50 years ago; in fact, it is more critical than ever as all industries increase their digitalisation efforts and needing to deliver ever increasing amounts of information to the user; it is ubiquitous and can be applied in a myriad of applications. A real example in the ‘here and now’ is the country wide COVID check in system at every physical location, it relies on a QR code to capture the who/when/where data that is so critical to the COVID contact tracing efforts. By a simple scan, often with nothing more than a Smart device, barcoding in the rail industry is starting to be used as a digital pointer to access critical safety information such as electronic installation instructions of the object that is being installed,
and importantly, together with correct identification, the source of the information can be easily verified so it offers trust in the information being accessed. How does barcoding an object digitalise it? Is that like creating a digital twin? A barcode (or tag) provides the bridge between the physical and digital world; it is physically tied to an object and electronically tied to the object’s digital record. It is a fundamental building block to creating a true digital twin. How specifically does barcoding provide the link from the physical object to the data about the object? The barcode itself is simply a technology that allows automatic scanning or reading via a scanning device – by scanning directly from the object upon which the barcode is affixed, provides access to the data about that object. The importance of standardising the format of the barcode and the data encoded in it provides interoperability so that it can be interpreted by whichever system is going to use the data. Anyone can put any old barcode on something and encode anything they like but if it doesn’t adhere to an agreed standard, it won’t make sense to anyone else other than the person/company that applied it and therefore will have very limited value. Project i-TRACE offers the digital framework for barcoding/tagging and encoding particular data that everyone in the industry can utilise because it is standardised.
Barcoding is just as critical as it was half a century ago.
How does physically marking and identifying objects in the rail sector improve safety? Does it help with predictive maintenance? Firstly, accurate and unambiguous identification of an object means there is no misunderstanding about what something is and having access to relevant data about that object ensures information is delivered in a timely fashion to those that need it. Digitalising the information required to undertake maintenance activities and being able to capture those activities and share those events through the life of an object or an asset aids the reliability of the whole process which ultimately improves safety because there is the opportunity to have full traceability. With this in mind, the ability to record and exchange maintenance data will, over time build intelligence to support the analytics required to achieve predictive maintenance. Would you say that barcoding makes rail parts talk? Yes, I guess you could say that – the barcode that bridges the object to its digital record means you can access the story about that object, and indeed build on that story as processes like maintenance and repair happen over its lifecycle. Can you provide some interesting examples of where Project i-TRACE has been deployed? And how it has made a positive impact? Here in Australia, there are regulations under the Criminal Act that require manufacturers to supply installation instructions with their
A label plate for a Siemens point machine with barcode.
products. Today, these are largely still paper based which poses a risk for manufacturers because although the manufacturer can include the installation manual with product upon despatch, the fact is they lose visibility of what happens to that manual once it leaves their control, so there is no assurance for the manufacturer that the ultimate installer will have the manual at his/her disposal when they need it, and this creates a point of exposure for the manufacturer. Let’s take an example of a safety critical object such as a point machine that is to be installed somewhere on the network. By implementing Project i-TRACE, the installer could simply scan the barcode on the product and automatically retrieve an electronic copy of the correct installation manual for that particular machine directly from the manufacturer, right there on site, at the point of use where it is most critical. Furthermore,
that same installer could lodge a record of the time and place of the installation of that machine via a work order system and share that data to an asset management system for example, providing another chapter to the story of that point machine. Obviously there needs to be back-office systems capable of capturing and sharing this information but such is the efficiency that Project i-TRACE brings to a process like this that Siemens Mobility are in the process of rolling Project i-TRACE out across its network globally. There is a great webinar that the Australasian Railway Association hosted recently where Sydney Trains, Siemens, Pandrol and Cold Forge all talk about their implementations and the benefits they are deriving. The webinar is great viewing and can be watched via YouTube at: https://www. youtube.com/watch?v=eHocriJbgMA
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Industry interview
“Much more than a rail line” Outgoing Inland Rail CEO Richard Wankmuller talks about the project he says will become an “economic engine” for Australia. Despite more than three years as Inland Rail chief executive, Richard Wankmuller retains the passion for this ground-breaking piece of infrastructure. “What I’m really excited about is, right now, we have a whole bunch of excited stakeholders who really understand what Inland Rail can do for the nation and that it is so much more than a rail line,” he said. “It has the potential to truly engage the country. In fact, you don’t have to look any further than the deputy prime minister – Barnaby Joyce – and he is very excited about how this project can transform the economy here in Australia and really help bring more revenue into the country and make us more efficient.” Richard Wankmuller recently announced he would be stepping down from his chief executive officer role, effective 30 July. It will mark an end to a crucial period of Inland Rail, from when the project became something real, rather than a mere blueprint. And as construction continues in northern New South Wales, it is in the regions where he believes the project’s true potential lies. “There are many people who are excited, whether they are rail aficionados or not, but people who are in infrastructure businesses, small businesses. “If you go out to the regions, people are talking about how they can really ‘hook in’ to the network and improve their business,” he said.
“In twenty years, when you look back, I’m going to be excited to look back and see where there are businesses where there weren’t before.” The idea of decentralising Australia has been a talking point for decades. But the conversation has increased in intensity as the nation grapples with managing a burgeoning population. And while Inland Rail is about moving goods rather than people (although the latter are not ruled out) Wankmuller sees Inland Rail as contributing to this goal. “I hope we are going to see that Australia is a bit less decentralised than it has been in the past,” he said. “By having Inland Rail run through regional towns, you can move warehousing out there, you can make product out there and create economic centres.” Upon taking over as CEO, Wankmuller identified four key aims: • Ensure everyone understood Inland Rail • Ensure people knew what they were going to build (“it was pretty much a line on a map a few years back”) • Be clear on how the project would be built
Richard Wankmuller believes Inland Rail can help decentralise the nation.
• Figure out how to ignite and engage a ‘heated market’. “I wanted people to really understand what we were on about and provide a realisation that Inland Rail was something much greater than just a rail line,” he said. “It really represents the economic engine of the country because what it does is give us a more efficient and reliable supply chain and that has all kind of cascading benefits.” While his North American accent betrays something of his background, Wankmuller is an international citizen having worked across the US, Europe and Australia. An engineer with management qualifications from Harvard, prior to taking on his role with
An aerial view of construction on the Parkes to Narrabri section of Inland Rail.
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A construction crew working on Inland Rail between Parkes and Narrabri.
Inland Rail position, he had performed several high-level roles. These included three years as chairman of Mercy Ships, a mobile healthcare service focused on Africa. In taking on the Inland Rail role, his expectation was simple. “My expectations were to get in and have a good time,” he said. “I like big challenges. My expectation was, let’s show up and see what we can do.” MODAL SHIFT Despite being no stranger to federalist environments – for example the US - he admits dealing with three state administrations plus the Commonwealth brought with it some challenges. But the opportunities, he said, were immense, particularly in the area of so-called “modal shift”. “The demand was already there. It was really just a modal shift – taking freight off the road and putting it onto rail like it is in most developed countries around the world,” he said. “The rail share on the eastern seaboard was very low – around 20 per cent. “When you compare that with Canada or the UK or the US, it is the other way around; the rail share is more like 70 per cent. It was really about getting that modal shift and getting freight onto rail,” he said. “The growth demands were solid because the demand was coming from growth; it was coming from growth in southeast Queensland and Melbourne and things that weren’t going to go away.
“So, we had a demand that had to be met.” Did any aspect of this role come as a surprise? He gives a candid answer. “I’m not really a rail person. I ran global engineering and construction companies where we did rail jobs but I’m not a rail technical expert. To be honest, some of the complexities of rail surprised me,” he said. “Rail can be reasonably complex when you think about the big picture. “I thought it would be straightforward, but there was a bit to learn.” ACACIA RIDGE CONUNDRUM The Acacia Ridge intermodal in south-west Brisbane is frequently cited as a sticking point for the entire project. But Wankmuller points out there is a rail connection between Acacia Ridge and Port of Brisbane, albeit of the narrow gauge variety. “We don’t end at Acacia Ridge, the upgrades end at Acacia Ridge. There is a connection to the port that is used every day and it is a dualgauge connection,” he said. “There are trains every day going to the port through and on that line; coal trains and agricultural trains and they will continue to do so. “It is a bit of a misnomer that Inland Rail stops at Acacia Ridge. There is just no need upgrade the line beyond Acacia Ridge to the Port of Brisbane because everything going to the Port of Brisbane is agriculture and minerals or small trains and we don’t need to upgrade the line to do any of that because they are too heavy to double-stack anyway.”
DOMESTIC MARKETS This brings us to another discussion point, that Inland Rail is more about domestic than international markets. “It is not import or export, it has little to do with the ports,” he said. “Over 70 per cent of the business is right here in Australia; it starts and ends in Melbourne or Brisbane and ends in Melbourne or Brisbane. It doesn’t go to the port. “Romantically it is nice to think about imports and exports, but when you have the growth that we have, and you have such a large port facility in Melbourne, you have to get all that stuff around the country.” FINAL THOUGHTS Wankmuller says natural disasters in recent years have heightened the need for Inland Rail. “What we have seen in the last few years has really reinforced the need for Inland Rail. What I mean by that is the natural disasters, the flooding, the fires, COVID-19,” he said. Society requires reliable supply chains to deal with these major challenges, he said. “When flooding occurs now, it is affecting rail assets that were designed years ago and many were designed computers and they weren’t designed for hydraulic modelling. “Whereas the state-of-the art that we’re bringing to bear; these are very significant structures and very reliable and will help us withstand the natural disasters and pandemics of the future.”
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Industry Associations
A safer path Rail Safety Week confirmed key role we all play. The wide range of activities that took place across the country for Rail Safety Week highlighted the critical role we all have to play in supporting safety both on and around the network. The message to “STAND BACK. LOOK UP. STAY RAIL SAFE’” was shared by more than 90 rail organisations, from passenger and freight operators to the many suppliers that support the delivery of rail services. While the industry has shown outstanding commitment to rail safety throughout the year, this was a timely opportunity to come together and focus on the importance of this crucial issue.
Rail Safety Week highlighted the need to reduce the risks for everyone.
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The fact remains that a member of the public is killed or injured on the network every two-and-a-half days. There are also about 2000 close calls at level crossings or as a result of trespassing on the network each year. Too often, we are faced with distressing video of those near misses. Those moments take a toll on the drivers and teams that monitor the network, just as they take a toll on the wider community. Trains can take up to the length of 14 football fields to stop, leaving no room for error for people who think they can make it across the tracks in time. That moment of distraction can change a life forever. The
ARA CEO Caroline Wilkie.
issue of rail safety is one that is deeply personal for this year’s Rail Safety Week ambassador, Paralympian Vanessa Low. Vanessa knows only too well the
importance of this message. At the age of 15, she fell off an overcrowded platform into the path of an oncoming train, losing both legs and spending two weeks in a coma. It was an accident; but the impact on her life cannot be underestimated. Vanessa’s story is a powerful one for all of us, and it was fantastic to see her involved in Rail Safety Week again this year despite the fact that the Tokyo Paralympic Games were fast approaching at the time. We also heard how the light rail industry is working with the community to support rail safety during our Rail Safety Week webinar. Light rail has transformed our cities for the better, sparking urban renewal and growth and creating a sustainable and long term transport solution for communities. By its very nature, light rail services also closely interact with road and pedestrian traffic. Our webinar highlighted the importance of promoting a safe culture around the light rail network, encouraging road users to always check their blind spots and urging passengers and pedestrians to be aware of their surroundings.
The industry has been very proactive on these issues and the ARA continues to work closely with passenger operators to support their work to support rail safety. While the industry’s ongoing work to engage the community on this crucial issue is something to be proud of, it was also great to see a strong focus on workplace safety as part of this year’s program. With rail supporting 165,000 direct and indirect jobs, it is essential that we all work together to champion safety in the industry throughout the year. This year, rail workers were encouraged to speak up if they were ever concerned about the safety of themselves or someone around them, providing a great opportunity to demonstrate the individual contribution we can all make to a safe rail culture. There are also many important initiatives underway at the moment to support safety in the industry and community. Level crossing removal projects are making our networks safer and reducing the opportunity for near misses. New innovation and technology will continue to play a role in supporting and
improving safety across the network, just as new measures introduced during the pandemic ensured public transport services could continue safely operating, even at the height of restrictions. The National Rail Safety Data Strategy currently being progressed by the ARA and the Office of the National Rail Safety Regulator (ONRSR) aims to streamline reporting, reduce regulatory burden and provide the industry with more accurate and consistent data to inform their rail safety planning. We expect to see more on this front as the ARA’s newly formed Safety Policy Committee holds its first meeting soon. It is clear rail safety is more than just an annual seven-day initiative. It is a year-round blueprint to anyone who commutes, lives or works near railway lines. Even though Rail Safety Week is over for the year, please encourage your loved ones to STAND BACK. LOOK UP. STAY RAIL SAFE. *Caroline Wilkie is also a director on the TrackSAFE Foundation Board – TrackSAFE is the host of Rail Safety Week.
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Industry Associations
The unsung heroes Freight and supply chain workers need to be prioritised as part of the national vaccine rollout. By Hayley Lusk, director communications, Australian Logistics Council.
Supply chains have continued to function in the depths of the pandemic.
Freight and supply chain workers have been at the frontline since the beginning of the pandemic. In March 2020, Australia was confronted with distressing scenes of empty supermarket shelves and vulnerable community members going without due to panic buying. Industry mobilised to meet the needs of communities and its workers were deemed as essential. In response to the COVID-19 threat, we saw the efficiency and speed by which public policy and legislation could be drafted and enacted by the National Cabinet approach and ultimately reaped the benefit of the federation working together. However, it is now evident this approach has once again fallen back to COAG’s old familiar, habitual practices. Cabinet leadership is disenfranchised, with each state and territory going their own way based on the risk profile of their leaders and at times neglecting the best advice on hand. We are seeing this via the glacial pace of the national vaccination rollout and snap lockdowns. Everyday Australians now appreciate the essential work undertaken by freight and supply chain workers. Unfortunately, government lacks empathy towards this
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workforce. Governments have failed these workers by their lack of inclusion in the early phases of the vaccine rollout. With each new set of lockdowns, we see new requirements thrust onto this workforce, often without prior warning. Many workers report having undergone over 50 tests since the start of the pandemic; however, they continue to get on with their job despite increased requirements and stress of going into high-risk situations. The sector’s workers undergo mandatory COVID surveillance testing every seven days and as frequent as every 72 and 24 hours in some jurisdictions to facilitate travel between state borders delivering essential items to communities. It makes logical sense the government should prioritise vaccination for workers being tested with high frequency because they are the ones most at risk. These workers need to be prioritised as a matter of urgency. Businesses and operators have gone to great lengths to encourage compliance and protect their workforces and the communities they serve, including proximity detectors for workers in distribution centres, workforce
bubbles, sophisticated COVID safe plans, and on-site COVID testing facilities. These businesses are offering to set up onsite vaccination facilities to protect the health, safety and wellbeing of their workers (and ultimately communities) by reducing the risk of transmission in distribution centres and by long haul and last-mile drivers. The Commonwealth controls the supply of vaccines, and without access, these businesses cannot set up these facilities. Australia has a significant stockpile of AstraZeneca and ATAGI has changed their advice in line with the risk posed by COVID in the community. Industry should have access to Pfizer and AstraZeneca vaccines to set up on-site vaccination facilities run by contracted health providers, similar to how on-site testing facilities operate. The freight and supply chain has not faltered during the pandemic. Every day, these workers continue to go into high-risk environments to ensure we all receive our essential goods and commodities. It is time for governments to acknowledge the risks these essential workers face by providing support via access to vaccinations and accessible testing on-site and off-site to ensure their safety.
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RAIL EXPRESS is compulsory reading and a vital tool for all people working in and around the rail sector. Rail Express is Australia’s authoritative business to business rail publication.
A safer future Compliance innovations are bringing about a safer future in the area of light rail - PAGE 32 Shielding major projects from supply chain risks
Richard Wankmuller bids adieu to Inland Rail
ARA and Rail Safety Week
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RISSB announces 2021/22 work plan The 2021/22 National Rail Action Plan work is a continuation of collaborative reform projects initiated by RISSB in 2020. The Rail Industry Safety and Standards Board has released details of its 2021/2022 work plan which includes 34 projects that will assist in securing the future of the rail industry. The 2020/21 plan provides for the development of 20 publications (Standards, Codes of Practice, and Guidelines), six major projects that address critical industry challenges such as asset life-cycle management, track worker safety and the adoption of new technologies, and eight National Rail Action Plan initiatives that will help industry continue harmonisation of equipment and systems. The twenty publications comprise reviews, resubmissions from the previous year’s priority planning process (PPP), AS 1085 series of documents transitioning from Standards Australia and projects endorsed by Standing Committees. Proposed new publications include a Standard that provides guidance on the interface between rolling stock and signalling systems, a Code of Practice for the implementation of network rule books, and a Guideline for asset management systems utilised for condition monitoring of rail infrastructure. The 2021/22 National Rail Action Plan work is a continuation of collaborative reform projects that RISSB initiated in 2020, and new projects that will over time grow local manufacturing capability. Work includes the development of a web-based national rolling stock register, a Wheelsets Standard and a railway energy storage Standard. Projects picked by RISSB for delivery by its Major Projects portfolio include the development of an overarching 30-year technical strategy for industry, Australia’s second nationally harmonised network rail rule – Walking in the Danger Zone, a safety case for national interoperability, and the development of a webbased SPAD/LRTAE investigation tool. The 2020/22 work plan was formulated under the revised PPP process. The projects were identified and adopted through a rigorous process that involves stakeholder consultation, Standing Committee endorsement, priority planning prioritisation (PPP) and strategic resource allocation. The work plan provides
industry with opportunities to engage directly with RISSB’s work on critical industry issues including asset management, noise, track worker safety and emergency management. If you are interested in contributing to the
VERSION TYPE New Standard New New
Standard Standard
New New
Standard Standard
Review Review Review Review Review Review
Standard Standard Standard Standard Standard Standard
Review
Standard
Review Review New New New New New New
Standard Standard Code of Practice Code of Practice Code of Practice Code of Practice Code of Practice Guideline
New New New New
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Major Project Major Project Standard
NRAP NRAP NRAP NRAP NRAP NRAP NRAP
Standard Standard Code of Practice Database Standard Standard Standard
development of any of our 20 publications or would like to be involved in progressing any of our projects, please submit an expression of interest to info@rissb.com.au or join a development group.
NAME Train Control - Application based track work authority systems Signalling interfaces – Interface requirements Train control – Network control officer management – Operational requirements Railway track materials – Sleepers – Test methods Ballastless track systems – Elevated railway, long tunnel and bridges – Performance specification AS 7702 Rail equipment type approval AS 7635 Track geometry AS 7510 Braking systems AS 7513 Rollingstock interior environment AS 7523 Railway roiling stock emergency equipment AS 1085.13 Railway track material - Spring fastening spikes for sleeper plates AS 1085.19 Railway track material - Resilient fastening assemblies AS 7666 TPC interoperability AS 7520 Body structural requirements Key performance indicators of railway infrastructure Management of emergency situations (Network Control) Vigilance timing cycle Network rule books Safeworking for light rail Asset management systems utilised for condition monitoring of rail infrastructure Web based SPAD / LRTAE investigation tool / database 30-year national technical strategy Best Practice in Railway Asset Management Australian Harmonised Network Rules (AHNR) - Walking in the danger zone Interoperability Checklist National Interoperability Safety Case Rolling stock – Heating, ventilation and air conditioning (HVAC) Wheelsets Railway - Energy storage Noise – Train horns National Rolling Stock Register Rolling stock - Brake disks, brake pads Rolling stock – Suspension springs and dampers Locomotive and passenger vehicle flooring WWW.RAILEXPRESS.COM.AU | 45
Contracts in brief
Keep up to date with the latest contracts, EOIs, and tenders announced this month NSW First major contract awarded for Sydney Metro West A $1.96 billion contract was awarded to start tunnelling on the mega Sydney Metro West project. Construction work is to begin soon to deliver eleven kilometres of twin metro rail tunnels between Sydney Olympic Park and The Bays. Transport minister Andrew Constance said mega tunnel boring machines would be in the ground before the end of next year, as planned, under the contract awarded to Acciona Construction Australia Pty Ltd and Ferrovial Construction (Australia) Pty Ltd Joint Venture. “These tunnels mean you’ll be able to get from Parramatta to the Sydney CBD in around 20 minutes on a fast, safe and reliable driverless metro train, forever changing how we move around Sydney,” Constance said. “Today’s historic milestone is a massive step towards delivering Metro West which will double rail capacity between Greater Parramatta and the Sydney CBD, transforming our city for generations to come.” Constance said this “once in a century” infrastructure investment would link new communities to rail services, slash travel times across the network and support employment growth. “Sydney Metro West will create more than 10,000 direct new jobs and 70,000 indirect jobs, with many of these jobs generated by this major contract,” he said. “To build these tunnels, a broad range of skills will be required including tunnellers, electricians, plumbers, carpenters, concrete workers, truck drivers, labourers and security guards.” The contract includes: • Twin 11 kilometre metro railway tunnels from The Bays to Sydney Olympic Park; • Excavation and civil works for five new
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stations at The Bays, Five Dock, Burwood North, North Strathfield and Sydney Olympic Park; • Two double-shield, hard rock TBMs; • A crossover cavern at Burwood North and one of the two precast concrete factories at Eastern Creek; • 70,000 concrete segments to line the twin tunnels; • Two access shafts at Burwood North and The Bays; and • A TBM launch site at The Bays Station and a TBM retrieval site at Sydney Olympic Park Station. Completion of the tunnelling contract is expected by the end of 2025. Acciona Construction Australia Pty Ltd and Ferrovial Construction (Australia) Pty Ltd Joint Venture) was awarded the first of three major tunnelling contracts after a competitive tender process involving three shortlisted companies. The remaining two tenderers John Holland, CPB Contractors and Ghella Australia Joint Venture (JHCPBG JV) and Gamuda and Laing O’Rourke Australia Joint Venture (GALC JV) will now bid for the Western Tunnelling Package, with the successful tenderer awarded a contract to build nine kilometres of twin tunnels between Westmead and Sydney Olympic Park. This second major contract is expected to be awarded by the end of this calendar year. Sydney Metro has also begun the process to appoint its third major tunnelling contractor for the Eastern Tunnelling. This contract for tunnelling between The Bays and Hunter Street in the Sydney CBD is expected to be awarded by late 2022. Due to the large scale of the Sydney Metro project, the final tunnelling contract value may vary due to ongoing fine-tuning and optimisation involving the other
major contracts, for which tenders have yet to be received. TASMANIA TasRail looks to Tasmanian firm to design and construct new Shiploader TasRail has announced that it is finalising the negotiations with a Tasmanian business on the design and construct contract for its new shiploader at the Port of Burnie. TasRail CEO Steven Dietrich said that negotiations were currently being finalised with COVA Haywards Pty Ltd. “This is great news for TasRail, the resources industry, and Tasmanian jobs,” Dietrich said. “COVA Haywards will bring its expertise and local knowledge to deliver major infrastructure that the mining industry will use for decades to come.” This is a major step forward for the project and it is anticipated that the contract will be awarded soon, with the detailed design phase of the project commencing immediately after. The TasRail Shiploader Project is fully funded by the Australian government. The new multi-user infrastructure is to deliver significantly higher loading rates, about double that of the existing shiploader, provide higher levels of reliability and contemporary environmental and safety standards. Dietrich thanked both the Australian and Tasmanian governments for working together to enable Tasmanian industry. “The new shiploader will dramatically increase productivity and reliability, therefore export opportunities for our highly-valued customers, which in turn will create more jobs and security in regional Tasmania,” Dietrich said. “We understand the importance of our role as Tasmania’s trusted provider of safe and dependable rail logistics solutions.”
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