Rail Express Mar/Apr 2018

PLUS OUR SPECIAL ROLLING STOCK MANUFACTURING & RAIL SUPPLY FEATURE

ISSUE 2 | 2018

Balancing progress with safety PAGE 39

JOYCE STEPS DOWN AMID SCANDAL

PAGE 12

MORE CITIES EMBRACING LIGHT RAIL

PAGE 54

“100% ON-TIME DELIVERY” Bombardier's experts talk local manufacturing

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Contents ISSUE 2 PLUS OUR SPECIAL ROLLING STOCK MANUFACTURING & RAIL SUPPLY FEATURE

|

2018

COVER STORY SUPPLEMENT pg2

ISSUE 2 | 2018

Balancing progress with safety PAGE 39

JOYCE STEPS DOWN AMID SCANDAL

PAGE 12

MORE CITIES EMBRACING LIGHT RAIL

PAGE 54

“100% ON-TIME DELIVERY” Bombardier's experts talk local manufacturing

Rolling stock manufacturer Bombardier proudly boasts a 97.8% reliability record for its VLocity train, which it manufactures at its Dandenong workshops.

Rail Express spoke with the company’s Site Manager about the value of a local supply chain, and the importance of local manufacturing.

06

From the Editor

08

From the ARA

NEWS6 10 National 22 Tasmania 22

South Australia

24 Queensland 28

New South Wales

32 Victoria 36

Western Australia

38

New Zealand

FEATURES

12

39

National safety regulator updates industry

43

Bureau highlights danger of passive level crossings

46

Combining rail and conveyor technology

54

Light rail obvious choice for cities

60

Infrastructure Australia calls for better city planning

62

Aurizon irks CQCN miners over competition measures

OUT & ABOUT 44

ARA Women in Rail lunch

52

Big crowd at Light Rail 2018

SUPPLEMENT

14

26 30

02

Local manufacturing more than just statistics

10

Schools of thought on catenary free light rail

14

VicTrack installs new tech for PSOs 62

39 54

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ISSUE 2 2018 | RAIL EXPRESS

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6/02/2018 11:53:12 AM

From the editor

Published by:

Oliver Probert Editor - Rail Express

Rail in unique position to step up in cities debate

T

he challenges facing Australia’s biggest cities are no secret. House prices in urban centres have undergone unprecedented growth over the last decade, while roads are busier and more expensive to drive on than ever. These challenges are worsened by wage stagnation, skyrocketing electricity bills for households and businesses, and a plethora of other costof-living pressures.

A Roy Morgan survey of 650 Australians in March found politics and cost of living were considered the two most important problems facing Australia, ranked ahead of climate change, unemployment, poverty and education issues.

Australians feel they’re paying more and getting less, and they want their governments to do something about it.

Unfortunately, in recent weeks the usual suspects have jumped up and blamed immigration for all our problems. Former prime minister Tony Abbott has called for immigration to be “scaled back” as much as half, in order to solve our housing and infrastructure problems. Former foreign minister and NSW premier Bob Carr echoed these sentiments on Q&A in March.

Sure, we could turn off the migrant tap tomorrow. There would be less competition for new housing, and congestion grow would slow in major cities.

But what would we be giving up?

Immigration is key to solving some broader issues facing Australia. Aside from the somewhat questionable ‘population growth equals economic growth’ argument, Australians aren’t replacing themselves, with fertility rates below replacement level since 1976.

Just 43% of Australians are aged between 20 and 50. Compare that to 67% of overseas arrivals, who fell into that category in 2016.

Thanks to Australia’s strict immigration policy, many arrived with a tertiary education, and/ or a unique skillset desired by their employer.

Ultimately, the immigration rate is an

economic issue. Whether experts recommend higher or lower migrant intake in the future, in a perfect world, the rest of the cogs in the Australian political system should be able to turn to accommodate that.

For the rail sector, one of the key solutions to Australia’s growth issues is obvious: build more public transport, to more places. Focus on transport-led development. And facilitate new transport projects with innovative funding methods.

For too long, growth in Australia’s major cities has centred around building more toll roads.

Transport blogger Daniel Bowen put it well in February, writing that politicians see transport planning as ‘demand-led’, when transport systems are more ‘supply-led’. In essence, transport development is a ‘build it, and they will come’ situation. Build a new toll road, people will drive on it. Build a new railway, people will use it.

The difference is that public transport can get better as more people use it: more passengers can justify more rollingstock, and more frequent services. Meanwhile every new car on a toll road makes the experience worse for everyone else on it.

On page 60 of this issue of Rail Express, we take a look at a recent report from Infrastructure Australia, which outlines how governments can work together to achieve better transport and planning in the future.

I hope we can achieve this, not only as a rail stakeholder, but as an Australian citizen.

We also discuss how a thriving local industry can help achieve better public transport development, in our Rolling Stock Manufacturing & Rail Supply supplement.

This issue also includes our regular mix of news and in-depth reporting.

As always, I look forward to hearing feedback on this issue, and would like to thank readers and advertisers for their continued support of Rail Express.

“ ”

Build it, and they will come

6

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Australasian Railway Association

Industry supports International Women’s Day with Melbourne function

*Danny Broad is ARA chief executive

“

The purpose of the event was to bring individuals and organisations from across the Australasian rail industry together to promote the value of a gender balanced rail workforce

”

FOLLOWING THE SUCCESS OF the Women in Rail luncheon for International Women’s Day in 2017, the Australasian Railway Association hosted a similar lunch in Melbourne on Thursday, March 15, 2018.

We are proud to say that the event was fully booked with 380 rail industry representatives in attendance!

The purpose of the event was to bring individuals and organisations from across the Australasian rail industry together to promote the value of a gender balanced rail workforce, acknowledging the challenges that we need to overcome as an industry by fostering a culture of championing women in rail.

The event was aligned to the 2018 International Women’s Day theme #pressforprogress and was chaired by Sue McCarrey, Chief Executive Officer of the Office of the National Rail Safety Regulator.

Our keynote speaker was Lisa Annese, CEO of the Diversity Council of Australia. Lisa highlighted the state of play for women, why men need to be engaged in gender equality and why

Right: Women in Rail luncheon in Melbourne.

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gender equality is good for business.

Presenters also included one of the 2017 Male Champions of Change, ARA Board member and CEO of Transdev, Rene Lelande, who discussed policies implemented by Transdev to encourage women in rail.

Eminent rail professional, Anna Squire, Asia Pacific Rail Leader and Global Rail Executive of Arup shared her career development experiences, including the importance of her mentors and highlighted opportunities that shaped her career path.

Anne Koopman, Head of Quality and Lean Manufacturing Australia, Asia Pacific Region, Bombardier Transportation provided insights on her perceptions of the sector, her personal experiences and the support she received from individuals who helped her carve out a rewarding career in the rail sector.

Loulou Hammad, Head of Communications, Australia, Asia Pacific Region, Bombardier Transportation made an announcement as Gold

Sponsor of the event regarding Bombardier’s plan to attract and support women in leadership.

ARA Chair Bob Herbert AM presented the findings of the Australasian Rail Workforce Gender Diversity Survey that the ARA undertook at the end of 2017, which aligns with the Australian Government’s Workplace Gender Equality Agency questionnaire. The survey builds upon the data already collected to ensure a complete representation of the Australasian rail workforce. The survey, highlighted in the Gender Diversity Report are available on the Women in Rail section of the ARA website.

The Report provides a greater understanding of the representation of gender within different positions, managerial roles and full time versus part time work arrangements within the Australasian rail workforce. This activity was a key component of the ARA’s Women in Rail Strategy launched at the end of 2016.

The information collected in the survey will assist the ARA establish benchmarks to track changes and improvements and guide initiatives that the ARA and industry can undertake to address gender diversity in the workplace.

There was ample involvement and discussion by all attendees at each table at the lunch in a challenging table based exercise.

This activity assisted in highlighting the flow on benefits of a gender balanced workforce and a gender equality supported workplace.

The Women in Rail Lunch has become a highlight in the Australasian rail sector’s event calendar, with further women in rail events planned in other capital cities in 2018, including Perth in April. We encourage you to join us at these events and join the conversation.

PHOTOGRAPHTY: AUSTRRAILASSOC

STORY BY: DANNY BROAD*

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NEWS

NATIONAL

Turnbull commits to Western Sydney Airport rail from opening day Figure 1 The Preferred Network for Western Sydney

PREFERRED NETWORK FOR WESTERN SYDNEY

Richmond

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Rail links connecting Western Sydney and the airport Rouse Hill

Castle Hill T1 T5

St Marys

Blacktown

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Sydney Metro West (detailed planning has commenced)

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South West Link from Leppington to the Badgerys Creek Aerotropolis

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Extending the Sydney Metro Northwest from Cudgegong Road to Schofields

Randwick

A

Upgrades to the T1 North Shore, Northern & Western Line to increase capacity

B

Upgrades to the T8 Airport & South Line to increase capacity

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Extending the Sydney Metro City & Southwest from Bankstown to Liverpool Key existing or future transport interchange

Sydney Airport

Hurstville

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Western Sydney Infrastructure Plan major road projects

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Growth areas in Western Sydney Growth areas for investigation

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T1 Sutherland T8

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Rail links connecting to Greater Sydney

Sydney

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Bankstown AirportMilperra

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Fairfield Western Sydney Airport Badgerys Creek Aerotropolis

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North-South Link via Western Sydney Airport

Rail links supporting growth and the airport

T1

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Campbelltown Macarthur

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North Shore, Northern & Western Line

T2

Inner West & Leppington Line

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Eastern Suburbs & Illawarra Line

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Future Sydney Metro Western Sydney Airport

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THE TURNBULL AND Berejiklian governments have agreed to build a railway to Western Sydney Airport, with a “joint objective” to deliver it before opening day in 2026.

Prime Minister Malcolm Turnbull and NSW Premier Gladys Berejiklian met the press on March 4, to announce their governments will each fund 50% of the NorthSouth Rail Line project.

With an estimated price tag of roughly $7 billion, the proposed railway will link the existing network at St Marys – on the T1 Western Line – to Badgerys Creek, via the nearby site of the future airport.

The sides have committed $50 million each to get the ball rolling on a business case for the project.

The rail project is the centrepiece of a newly-inked Western Sydney City Deal, which is signed between the Turnbull

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and Berejiklian governments and eight councils. The plan aims to develop an ‘Aerotropolis’, to serve as the core of the future Western Parklands City outlined in the recent ‘Three Cities’ report from the Greater Sydney Commission.

“This rail line will be truly cityshaping; linking communities, building new ones and connecting Western Sydney’s residents to the countless job opportunities that will flow from that investment,” Turnbull said. “Our joint aim is to have the rail line connected to the airport in time for its opening.”

Berejiklian called the City Deal a “once in a generation” opportunity.

“This is about putting Western Sydney on the map globally,” she said. “Companies who already have a foot in New South Wales will want to set up shop right here. Organisations which aren’t yet in Australia will want to set up shop right here.”

Shadow transport minister Anthony Albanese welcomed the “long overdue” commitment.

“Federal and State Labor have long argued for a Western Sydney Rail Link with a North-South line to boost productivity and improve the quality of life of residents of the region,” he said.

“While it is pleasing the Turnbull and Berejiklian Coalition governments have finally recognised the need to build a line from St Marys to Badgerys Creek via the airport, their plan includes no link from the Macarthur region to the airport and for an extension to Rouse Hill in the north-west.”

Sydney Business Chamber’s David Borger said the signing of the City Deal was “a landmark move” for Western Sydney.

“We can expect major new investment by the private sector on the back of today’s deal being confirmed,” Borger said.

Above: A scoping study for the rail needs of Western Sydney found the rail link to the airport to be the number one priority.

Graphic: Transport for NSW

“

The rail project is the centrepiece of a newlyinked Western Sydney City Deal.

”

GRAPHIC: TRANSPORT FOR NSW

MARCH 2018

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Western Sydney Rail Needs Scoping Study

Schofields

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Cormann defends Inland Rail spending FINANCE MINISTER MATHIAS Cormann (pictured) says an off-budget $8.4 billion Inland Rail investment is justified, despite the Australian Rail Track Corporation saying the project will not directly pay for itself.

Cormann in February said the project would essentially pay for itself, because in addition to a direct uplift in ARTC revenue, Inland Rail will substantially lift the value of the ARTC, which a future government will be able to sell.

Inland Rail will connect Brisbane and Melbourne with a continuous, high-capacity rail link.

Comprising a mixture of new track construction, and upgrades to existing track, Inland Rail is designed to better connect key agricultural and manufacturing centres in Queensland,

New South Wales and Victoria with import and export markets.

The project will also improve freight movements on the country’s north-south, and east-west corridors, by cutting out the bottleneck of Sydney’s rail network.

“In terms of the expectation of whether or not there is a positive return, it is not only a matter of the cash flows, that is the revenues,” Cormann told a senate estimates hearing in Canberra.

“It is also a matter of the impact of the expected future capital value, the expected future sales value.

“That is something the Labor Party would be well aware of because that is the basis on which you in government classified the investment in NBN as an equity injection. We expect the ARTC to continue to deliver a positive rate of

return to the Commonwealth.”

The finance minister’s comments came a week after the ARTC’s chief executive, John Fullerton, confirmed to senate estimates that the project would not directly pay for itself. “[From] a strict ARTC point of view, no, the revenues that flow to us wouldn’t cover the full capital cost and provide a return,” Fullerton said.

Cormann faces increased scrutiny over Inland Rail’s financial viability because the Government is funding it through “equity funding”, which means its cost will not add to the Budget’s debt levels, but comes with the assumption the money will be recouped.

GRAPHIC: TRANSPORT FOR NSW, MATHIAS CORMANN / TWITTER

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NATIONAL

McCormack replaces Joyce as transport minister, deputy PM

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I think it’s my responsibility to do my bit, to make sure that it happens,” he said.

Joyce thanked the people of his electorate, New England, saying they had supported him throughout his recent ordeal. “I don’t deserve the support that you’ve given me,” he said.

“It’s incredibly important that there be a circuit-breaker, not just for parliament, but more importantly, a circuit-breaker for Vikki [Campion], for my unborn child, my daughters, and for [wife] Nat. This has got to stop. It’s not fair on them. It’s just completely and utterly unwarranted, the sort of observation that’s happened.”

Joyce also targeted “leakers” within the National Party for contributing to the ongoing drama.

“Any person in any political party always says, the leaking, the backgrounding, all that, it will destroy not only our government, it will destroy any government,” he said.

Above: Barnaby Joyce faced intense scrutiny from the media and the Opposition over a trio of scandals, including a confirmed relationship with a former staffer, allegations of ministerial misconduct over a rent-free apartment in Armidale, and allegations of sexual harassment from a WA woman.

“ ”

This current cacophony of issues has to be put aside,

continued on next page >

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PHOTOGRAPHTY: RAILGALLERY.COM.AU

offices during the early stages of the affair, but at a time when – according to Joyce – they were not yet formally ‘partners’.

Joyce and Campion are expecting a child in April.

The embattled Nationals leader also faced multiple attacks from the Opposition over his recent rent-free living situation in Armidale, and whether he broke ministerial codes of conduct by accepting the accommodation from his friend, local businessman Greg Maguire, during his marriage separation.

Joyce denied any plans to step down from the frontbench, until the National Party confirmed it had received a formal sexual harassment complaint on the morning of Friday, February 23.

A press conference was called for 2pm on Friday afternoon, where Joyce denied the allegations – which are totally separate to the Campion saga – but announced he would resign to put an end to the mess.

“This current cacophony of issues has to be put aside, and

PHOTOGRAPHTY: BARNABY JOYCE / TWITTER

MICHAEL MCCORMACK HAS been named the new leader of the Nationals and has replaced Barnaby Joyce as transport and infrastructure minister.

The 21 representatives of the National Party met on February 26 to accept Joyce’s resignation as party leader, and to select McCormack as his replacement.

The vote meant McCormack took over as leader of the Nationals and as deputy prime minister, and it was soon announced he had also assumed Joyce’s transport and infrastructure portfolio.

Joyce, who represents New England, retreated to the backbench after a fortnight of controversy.

His affair last year with media adviser Vikki Campion was revealed early in February, and followed news of his marriage break-up last December.

The Coalition had to answer to allegations of unfair treatment allegedly given to Campion, who worked in other National

NEWS

NATIONAL

Above: The drama has strained the relationship between the Liberals and the Nationals.

14

Turnbull’s confidence shaken Joyce’s resignation came days after a verbal spat between he and Prime Minister Malcolm Turnbull.

Turnbull told the press he couldn’t know if Barnaby Joyce was safe as leader of the Nationals, but refused to say whether he felt his deputy should resign.

Turnbull reiterated several times the National Party was responsible for selecting its leader, and that leader would be deputy PM under a Coalition Government.

But in a dramatic press conference in Canberra in the days following the initial revelations of an affair, the prime minister made his personal feelings very clear.

Turnbull said Joyce had made “a shocking error of judgement,” had “set off a world of woe” for Campion, his wife Natalie, and his four daughters, and had “appalled all of us”. The PM also outlined new measures to ban sex between MPs and their staffers.

Joyce, at that stage determined to stay on as Nationals leader, was not happy with this public dressing down, saying Turnbull’s comments had “caused further harm”.

“I believe they were in many instances inept and most definitely in many instances unnecessary,” Joyce said.

The pair reportedly met to discuss the matter the following day, and Turnbull said he and

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Joyce at that time were prepared to move on.

“We have a frank, forthright relationship,” the PM told 3AW. “It’s clearly a very stressful time for him … an emotional time. I’m not going to get worked up about reactions.

“But it was very important for me on Thursday to speak from the heart, to speak frankly about what had happened and most importantly, to demonstrate to Australians that I was going to do everything I can to ensure it doesn’t happen again.

“I think we can say that this particular issue, as far as us personally, we’ve put whatever tensions there were behind us. We have to be very professional about the relationship and get on with it. There is not an issue or conflict between the Liberal Party and the National Party, I give you my assurance about that.”

Turnbull was supportive of Joyce following his resignation. “I thank Barnaby for his service,” the PM said.

“He has been a fierce advocate for rural and regional Australia.”

The prime minister again looked to quash concerns over the strength of the LiberalNational Coalition.

“The Coalition between the Liberals and the Nationals is Australia’s most successful political partnership, having endured for more than 95 years,” he said. “This partnership is undiminished and will continue to deliver opportunity and security for all Australians.”

McCormack, a former journalist who represents the Riverina in south-western New South Wales, was voted in by the Nationals after a challenge from Queensland backbencher George Christensen.

In a Facebook post the day before the party room vote, Christensen called for the Nationals to review their coalition with the Liberal Party.

“Our formal Coalition (with the Liberal Party) has proved successful over the years but it has always been a compromise and, right now, that compromise is becoming increasingly difficult to accommodate,” Christensen wrote.

“The leftward drift away from the values and traditions that built this country and made it strong has weakened our nation and our people and abandoned those who still believe in Australia and a fair go.

“The Liberals could form government in their own right with the Nationals supporting motions of confidence and budget supply in return for a set of guarantees for rural and regional Australia,” he continued.

“There doesn’t have to be a Coalition.”

Christensen’s run at Nationals leadership was a surprise; he wasn’t speculated as a relevant candidate by commentators prior to the vote, and other Nationals frontrunners stepped back in the lead-up to the party room vote, in an effort to present a united front.

In the end, McCormack praised Christensen for running.

“I congratulate George for putting his hand up,” the new Nationals leader told the press. “It is democracy, that is the National Party. We talk openly about things with each other and once the doors shut we are a party that is united going forward.”

Christensen expressed his disappointment, but said he would support McCormack’s leadership.

“Michael … is a good mate continued on next page >

PHOTOGRAPHTY: THE PMO / TWITTER

Christensen challenges for leadership

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NATIONAL

Labor pushes for answers The Opposition has maintained it is not interested in digging up the dirt on Joyce’s affair, but is instead determined to get to the bottom of Joyce’s rent-free living situation.

Labor in Question Time contended Joyce had breached the code of conduct, which dictates ministers “must not seek or

encourage any form of gift in their personal capacity”.

But Joyce argued that he had offered to pay Maguire for the space, but the businessman had turned him down, “because it was between mates”.

“Most people would realise that at the time of a marriage break-up, it is not unusual for those who you are close to, to offer support,” Joyce said.

Following Joyce’s resignation, Labor leader Bill Shorten slammed Turnbull for his “atrocious” handling of the situation.

“The fact this scandal has dragged on for 16 days has been damaging to the Government, but more importantly, the country,” Shorten said.

Greens leader Richard Di Natale said Joyce’s resignation was

a long-time coming.

“It comes far too late,” Di Natale said, “Barnaby Joyce was dragged kicking and screaming to this decision when he should have made it immediately.”

Port Botany in Sunset

Patrick ups truck fees at major terminals STEVEDORE PATRICK HAS angered the trucking industry with fee increases across all four of its major Australian container terminals, and has told the industry to expect more in the future.

The port operator told customers on February 12 it would increase fees to account for capital it had invested into its infrastructure, climbing rental and land costs, and ongoing maintenance and operational costs.

16

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“

We regret this change to our tariff but we have been left with no alternative

”

“We regret this change to our tariff but we have been left with no alternative in the current challenging economic environment, without sacrificing infrastructure investment and further performance improvements,” chief commercial officer Ashley Dinning told customers.

From March 12, trucks visiting Patrick’s Sydney terminal will be charged $41.10 per container, up from the $25.45 rate introduced last July.

In Fremantle, rates will increase from $4.76 to $7.50 per box, while in

Above: The new Coalition

Brisbane the rate will rise from $32.55 to $38.25.

And in Melbourne, Patrick will lift rates from $32.00 to $47.50 per container.

The new prices are comparative with those imposed by Patrick’s major competitor at all four sites, DP World, which recently lifted rates across its terminals.

DP World now charges $37.65 at Sydney (less than Patrick), $8.22 at Fremantle (more), $38.75 at Brisbane (more) and $49.20 at Melbourne (more).

When it raised rates at the start of 2018, DP World cited “one of the most difficult markets in decades, arising from over-capacity in the local stevedoring market, larger ships and consolidation of shipping lines, as well as increased costs”.

Understandably unhappy about the recent price hikes is the trucking industry.

After labelling DP World’s price hikes “a kick in the guts for truckies,” industry body Road Freight NSW told AFR Patrick’s move was “massive,” and came with “little justification”.

“No wonder our members are so angry,” the lobby was quoted as saying.

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PHOTOGRAPHTY: RAILGALLERY.COM.AU

of mine and we sat together on the backbench for our first three years in parliament,” Christensen said in a statement.

“I expressed my views on the need to change the political direction the Nationals are moving in … My colleagues did not agree with my views, and that’s democracy.”

PHOTOGRAPHTY: BOATING

NEWS

Rio sells Hail Creek to Glencore for $2.2bn RIO TINTO HAS ANNOUNCED A binding agreement to sell its entire 82% stake in Hail Creek coal mine in Queensland to Glencore for US$1.7 billion (A$2.2 billion).

The deal, which also includes the sale of Rio’s 71.2% stake in the Valeria coal development, is part of Rio’s program to focus on assets with the highest returns, the company said.

“The sale of Hail Creek and Valeria delivers compelling value for our shareholders and continues our strategy of strengthening our portfolio, focusing on highest returns, maintaining a strong balance sheet and allocating capital to the highest value opportunities,” Rio boss J-S Jacques said.

“We expect that Hail Creek will continue to perform strongly under its new owner, securing long-term jobs and continuing its contribution to the State of Queensland.”

Rio is continuing a process to

progressively sell all of its Australian coal assets.

Hail Creek, situated in the north of the Bowen Basin, 120 kilometres south-west of Mackay, includes three tenements: Hail Creek, Lake Elphinstone and Mount Robert.

The mine is an open cut operation which opened in 2003. It produced 9.4 million tonnes of saleable coal in 2017, of which 5.25 million tonnes was hard coking coal, and 4.13 million tonnes was thermal coal.

The addition of Hail Creek to Glencore’s Australian portfolio will bring the Swiss company’s annual coal production in Australia to roughly 100 million tonnes.

Rio reported marketable reserves of 142 million tonnes at Hail Creek on December 31, 2017. It reported mineral resources of 601 million tonnes.

Valeria is described as a large, undeveloped coal project in the central

Bowen Basin, with tenements containing 762 million tonnes of coal mineral resources. Valeria would produce high energy, low ash thermal and coking coal, if developed, Rio said.

The remaining 18% of Hail Creek not included in this sale is owned by Nippon Steel Australia (8%), Marubeni Coal (6.67%) and Sumisho Coal Development (3.33%).

In FY17, Rio’s attributable share of Hail Creek contributed US$408 million in EBITDA, and US$357 million in pre-tax profit.

Glencore’s 17 operational mines in Queensland and New South Wales produced more than 87 million tonnes of saleable coal in the 2017 calendar year.

The sale of both assets is subject to regulatory approvals and other conditions. The sides expect to complete the deal in the second half of 2018.

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NEWS

NATIONAL

Inland Rail: $31.5m in feasibility contracts FEASIBILITY DESIGN contracts have been awarded for the four sections of Inland Rail between Brisbane and Toowoomba.

Three of the contracts, covering the three sections of Inland Rail between Gowrie and Kagaru, have been awarded to the Future Freight Joint Venture, which is between Aecom and Aurecon. They are worth a combined $28 million.

The fourth contract, for the section of Inland Rail from Kagaru to Acacia Ridge and Bromelton, has been awarded to Hatch. It is worth around $3.5 million.

ARTC’s director of Inland Rail delivery Simon Thomas said the information gathered through the feasibility design studies would complement extensive community engagement being conducted by the ARTC itself.

“It’s a 360 degree approach,” Thomas said. “The engineering, environmental studies and community feedback inform each other so that we can build the best possible rail line.”

Describing the design process through Queensland as “lengthy,” Thomas said the new contracts would allow the ARTC team to progress with “an important piece of the puzzle”.

“This will help us understand more about the local geography, hydrology, flora and fauna, as well as air quality, noise and social factors, laying the groundwork for more detailed design work.”

The three sections covered by the Aecom/Aurecon contract will eventually be delivered via a Public Private Partnership.

“This is the most technically

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“

This project is a gamechanger for our regions, creating thousands of jobs nationwide, and returning $16 billion to the national economy during the delivery phase and the first 50 years of operation.

”

complex section of Inland Rail requiring major tunnelling through the Toowoomba ranges,” Thomas said.

“Developing the PPP is one of the ARTC’s major areas of focus and we are currently recruiting for a director to lead this work.”

Then-transport and infrastructure minister Barnaby Joyce said Inland Rail would be a catalyst for significant development throughout regional Australia.

“This project is a gamechanger for our regions, creating thousands of jobs nationwide, and returning $16 billion to the national economy during the delivery phase and the first 50 years of operation,” Joyce said.

“More importantly, Inland Rail will draw investment into communities along its corridor, as we gear up for construction work to start on sections in New South Wales as early as May.” Finance minister Mathias Cormann said the feasibility designs would help respond to a large amount of community interest in Inland Rail.

“As these feasibility designs progress, more detail will become available, including what engineering solutions could be used, building on preliminary investigations and community engagement already carried out by the ARTC,” Cormann said.

Broad welcomes first steel delivery Australasian Railway Association boss Danny Broad has welcomed the first delivery of steel for Inland Rail, calling it a “once-in-a-

generation” project.

Freight operator Genessee & Wyoming delivered the first 14,000 tonnes of steel rail from South Australia’s Whyalla steelworks, to the Parkes to Narromine section of the Inland Rail route, in January.

Broad congratulated the Australian Government and the Australian Rail Track Corporation on a “significant milestone”.

“This is the first 14,000 tonnes of steel amongst a total of 262,000 tonnes,” he said.

“The Inland Rail project is a once-in-a-generation project that will not only provide a national freight connection between Melbourne and Brisbane, but will also open up regional Australia by linking our farms, mines, cities and ports to global markets.”

The ARA has been a key proponent of Inland Rail, campaigning to federal, state and local governments that the project will reduce freight transit times and costs, and will provide farmers and businesses greater access to the national and global marketplace.

“The project also provides value to the community by injecting 16,000 jobs and stimulates the local economy,” Broad said.

“We look forward to seeing the construction works commence midyear on the Parkes to Narromine section once all necessary approvals have been received.”

PHOTOGRAPHTY: RAILGALLERY.COM.AU

awarded

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Dwyer named new head of Infrastructure Partnerships Australia INFRASTRUCTURE Australia policy director Adrian Dwyer has been named the next chief executive of industry lobby group Infrastructure Partnerships Australia, to replace the outgoing Brendan Lyon.

Dwyer worked for four years at IPA before taking on the role of executive director of policy and research at Infrastructure Australia, the Federal Government’s independent advisor.

Lyon, who is leaving IPA to pursue new opportunities, said Dwyer was “an outstanding choice” to replace him.

“It’s a rare honour to be able to hand over an organisation I love, to a long-standing friend and colleague that I deeply respect,” Lyon said. “I am very proud of all that IPA has achieved but after 10 years as CEO, I am looking forward to handing over

to Adrian Dwyer and to seeing him bring fresh ideas to IPA and Australia’s infrastructure debate.”

Dwyer said he was “very excited” to be named CEO, a role he will assume once Lyon leaves IPA in the second quarter of 2018.

“IPA has a clear role, a solid reputation with business and the government sector, and a formidable reputation for good research and clear advocacy,” Dwyer said.

“Having worked in IPA until a few years ago, it’s a real honour to be selected as the new CEO.” Dwyer spent four years as IPA’s head of policy – an experience he said gave him a great understanding of the group and its employees.

“I am excited at the opportunity to lead and contribute to the national infrastructure debate and I look forward to starting as soon as possible.”

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NEWS

NATIONAL

New Keolis Downer boss David Franks.

New boss for Keolis Downer AUSTRALIAN TRANSPORT operator Keolis Downer has named David Franks as its next chief executive officer, to replace Campbell Mason, who has returned to work with Downer.

Franks starts as chief executive on March 19, and will work out of Keolis Downer’s Sydney offices.

“I am delighted David is joining Keolis Downer,” chairman Leila Frances said. “His operational focus and strong background partnering with governments and public transport authorities are considerable assets to lead the development of our activities in Australia and New Zealand.”

Franks started his career working for British Rail, and has held numerous senior executive roles in the public and private sector over a 45-year career.

“Governments have an ambitious agenda to deliver major infrastructure and public transport projects in Australia’s fast-growing cities and we will continue, under David’s leadership, to support the delivery of their vision,” Frances added.

With over 4,000 employees in Australia and New Zealand, Keolis Downer operates and maintains Melbourne’s Yarra Trams network, the Gold Coast’s light rail network, and more than 1,200 buses in NSW, WA, South Australia and Queensland.

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Wales was good however volumes were WEATHER EVENTS DURING THE drastically down. Southern New South growing season on Australia’s east coast Wales suffered from a combination drove a 54% decrease in GrainCorp’s winter of weather events and frost which crop volume, the company announced. compounded quality and quantity issues.”

According to GrainCorp’s latest Victorian growers had a relatively strong harvest review, the handler received 5.6 year, with receivals down just 21% from 3.7 million tonnes of grain during the 2017 million tonnes to 2.9 million tonnes. winter harvest. During the 2016 winter “While harvest was interrupted harvest, GrainCorp recorded 12.1 million by weather on a number of occasions, tonnes received.

Victoria achieved a recent record, with “The 2017 winter harvest was over 150,000 tonnes being received in a challenging across the eastern grain belt,” single 24-hour period. In this case, many the company said. “Coming off a nearsites stayed open for record previous 20 hours to enable year, there was hope “Southern New growers to get grain for another large South Wales suffered into the system crop after a good start. However, from a combination before a forecast storm.” dry conditions of weather events GrainCorp prevailed across operates seven ports most of Queensland and frost which along Australia’s and New South compounded quality east coast, with Wales during the mixture of winter, significantly and quantity issues.” acontainerised and impacting yield.” bulk export services.

In Queensland, Domestic demand took priority during receivals dropped 69% from 1.8 million the 2017 winter season, however, as local tonnes to just 557,000 tonnes, as growers consumers looked to secure supply. battled dry conditions and limited soil “Domestic grain flows are being drawn moisture, affecting acreage planted and north as supplies are under pressure overall yields. across northern New South Wales and Receivals were down 68% in New South Queensland,” the company said.

Wales, from 6.6 million tonnes to just 2.1 “Geelong remains GrainCorp’s busiest million tonnes. port, which reflects the strong production “For the first time since at least 2011, year Victorian growers have enjoyed. Over New South Wales growers delivered less 600,000 tonnes have been exported this into the GrainCorp network than their harvest through Geelong as Australian grain Victorian counterparts,” GrainCorp said. remains sought-after in our key export “This reflects the extremely dry markets.” conditions across the western districts …

Overall, quality in northern New South

PHOTOGRAPHTY: KEOLIS DOWNER, DEJAN GILESKI

GrainCorp reflects on ‘challenging’ winter harvest

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NEWS

TAS

Liberals re-elected in Tasmania WILL HODGMAN HAS become the second-ever Liberal premier to win back-to-back elections in Tasmanian history, after the Libs secured over half the primary vote in the state election on March 3.

With 92.5% of the vote counted, the Liberals had 50.3% of the primary vote, down just 1% from the 2014 election. Their continued success in a traditional Labor state is being credited, in part, to Hodgman, who personally secured the third-highestever percentage of votes in his seat of Franklin.

NEWS

Labor managed to grow its share of the vote 5.4% since the last election, but its 32.7%-share of the primary vote was still the third-lowest figure it has won in the state since 1906.

Labor leader Rebecca White was the most popular candidate in her seat of Lyons.

The biggest setback came for the Greens, who secured just 10.3% of primary vote, down 3.8%. Greens leader Cassy O’Conner secured her seat in Denison.

In terms of seat distribution, the Liberals secured the requisite 13 to

form a majority government, down two from last election.

With 92.5% of the vote counted, Labor had secured 9 seats, two more than in 2014, while the Greens had secured just one seat, down from three.

Two seats were still up for grabs (as at March 8), with Labor and the Greens squaring off for the final seat in Bass, and the Liberals and the Greens battling for the final seat in Franklin.

Hodgman on election night thanked “the two things I love the most,” his family, and the state of Tasmania.

“Four years ago

[Tasmanians] voted for change, tonight they voted for no change,” Hodgman said, “to stick to the direction this state is heading in, and to take our state to the next level.”

White conceded defeat on election night, but said the election represented a good turnaround for Labor.

“I am so proud of the campaign we have run at this election,” White said. “We are stronger. The Labor Party is stronger … we always knew we were up against it, and we have very nearly pushed a first-term government to defeat.”

SA

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the minister said on January 20, a little under two months out from state election scheduled for March 17.

“Delivering this spur line will provide a fast and efficient new way to travel between the Adelaide CBD and the heart of the Port, catering to thousands of extra residents, workers and tourists coming to live, work and explore the district. They will be able to catch regular train services from a brand new, modern, safe and accessible Port Dock station when this new line is finished.”

Member for Port Adelaide Susan Close – another Labor MP – said Port Adelaide was being transformed into “a thriving tourist, commercial and residential precinct”.

“Bringing trains back to the port will play a huge role in encouraging more and more people to come here to visit or to live or work, and that will drive economic growth and encourage more investment in our area,” Close said.

www.railexpress.com.au

15/03/2018 9:25:47 AM

PHOTOGRAPHTY: RAILGALLERY.COM.AU

THE RETURN OF PASSENGER RAIL to the Port of Adelaide is a step closer, after South Australian transport and infrastructure minister Stephen Mullighan announced a $16.4 million contract on January 20.

Mullighan said the design and construct contract for the Port Dock Railway Line project had been awarded to a joint venture of McConnell Dowell, Mott McDonald and Arup.

The same alliance won the $174.3 million Oaklands Rail underpass project earlier in January.

The Port Dock Railway Line project involves building a new onekilometre rail spur from Adelaide’s Outer Harbor line at Junction Road.

It also involves the construction of a new Port Dock railway station at Baker Street.

Mullighan said the project would support 48 jobs during construction.

“Our State Labor Government made a commitment to keep building South Australia and that’s exactly what we have been doing,”

PHOTOGRAPHTY: RAILGALLERY.COM.AU

Passenger rail returning to Port Adelaide through $16m deal

NEWS

QLD Federal senator for Queensland Andrew Bartlett (centre) has attacked the state’s Labor Government for its wavering position on Adani’s proposed Carmichael mine.

QUEENSLAND GREENS SENATOR Andrew Bartlett has accused the state’s Labor Party of “deceiving” voters about Indian mining giant Adani’s job claims in order to win the state election at the end of 2017.

Bartlett slammed Premier Annastacia Palaszczuk’s criticism of Adani in February.

“Labor knew the jobs Adani promised were fake well before the election but fed the lie to Queenslanders because they had to pretend they had a plan for regional jobs to win,” the Greens senator said.

“Adani’s wildly exaggerated job figures were exposed long ago, with more and more new mines turning to an automated and casualised workforce.

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“

Adani’s wildly exaggerated job figures were exposed long ago

”

“So not only were the jobs Annastacia Palaszczuk and Adani promising mostly fake, those that were on offer were mostly temporary or unreliable: the opposite of what communities regional Queensland need after the last mining bust.”

Prior to the state election, Labor representatives toured the Galilee Basin region, in part to promote the benefits of Adani’s proposed Carmichael mine for the region’s workforce.

But a week before the election, the premier announced her Government would veto a Federal Government loan which would facilitate construction of a rail line for the project.

Adani earlier this year tore up its mining contracts with Downer, saying the election outcome, and subsequent veto, meant it would have to advance on Carmichael as an owneroperator.

Then in February, the re-elected premier called on Adani to prove it was serious about Carmichael, after Federal Labor leader Bill Shorten said the Indian energy giant was promising “fake jobs” to Queenslanders.

“Other companies meet their milestones and it is up to Adani to demonstrate to the people of this state that those jobs are forthcoming,” Palaszczuk said.

“Some of those milestones

PHOTOGRAPHTY: ANDREW BARTLETT / TWITTER

Greens not buying Labor’s Adani displeasure

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15/03/2018 3:08:14 PM

QLD candidate Ged Kearney and Greens candidate Alex Bhathal, after Labor’s David Feeney resigned on February 1 over a dual-citizenship issue.

Aurizon pulls out of Galilee bid

Aurizon is withdrawing its application for federal funding to build a rail corridor in the Galilee Basin, delivering a further blow to the Carmichael project.

In a statement released in February, Aurizon’s managing director and CEO Andrew Harding said the operator was in “ongoing discussions” with several entities looking to develop mines in the Galilee Basin, but that no “definitive contractual arrangements” had been established.

“Our NAIF [Northern Australia Infrastructure Fund] application is, in part, predicated on having customer contracts secured. Given this is unlikely to occur in the near

future we believe it is prudent to withdraw the NAIF application,” Harding said.

Harding indicated that Aurizon continued to support to development of the basin and left open the possibility that the operator would be open to developing the rail corridor if the situation were altered in the future.

“If market circumstances change and our discussions with potential customers progress to commercial arrangements we will look at all possible financing arrangements to develop the rail solution.”

He said that development of the Basin could provide “a major boost” to Australia’s economy, and bring “thousands of jobs” to regional Queensland.

“We believe Aurizon can play a key role in helping facilitate a multi-user, open access rail solution for the various new mines in the region.”

“

If market circumstances change ... we will look at all possible financing arrangements

”

PHOTOGRAPHTY: ANDREW BARTLETT / TWITTER

appear not to have been met. It all hinges on getting the finance, so it is up to the company to get the finance. That project needs to stack up financially, just as every other resource company investing in Queensland needs to stack up.”

Bartlett encouraged voters not to buy what the premier was selling.

“Queensland Labor need to abandon the false promises of new coal mines and embrace the tens of thousands of job opportunities waiting in major renewable energy generation projects, local infrastructure, health and social services, and mining rehabilitation,” the Greens senator said.

“With the Batman by-election looming, this is a reminder that you can’t trust what Labor says in the lead-up to an election.”

Scheduled for March 17, the by-election for the federal seat of Batman, in Melbourne, is contested between Labor

NEWS

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15/03/2018 3:08:15 PM

NEWS

QLD

Bombardier denies suing Queensland, hits back at NGR critics criticise the Courier-Mail for its reporting on the NGR rollout.

“The NGR trains have been manufactured to the specifications as set out contractually by the Queensland Government,” the statement read.

“Bombardier has, and will, continue to ensure its obligations are met in full.

Claims that the trains are being manufactured by Bombardier with ‘design flaws’ and are ‘faulty’ therefore misrepresent the situation and are simply not accurate.

“Bombardier staunchly refutes incessant reports by the Courier-Mail that the company has failed to meet its obligations under its agreement signed with the Queensland Government. This is simply untrue.”

“

The NGR trains have been manufactured to the specifications as set out contractually by the Queensland Government

”

Below: Queensland Rail is rolling out the Bombardierbuilt NGR fleet after extensive delays to the project.

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www.railexpress.com.au

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PHOTOGRAPHTY: BELISH GRAPHIC: QUEENSLAND RAIL

Bombardier has said the issues discovered with the trains were not at all unusual for a contract of this scale, and for the first dynamic testing of a new fleet of vehicles.

The manufacturer refuted the latest report from the Courier-Mail, which said Bombardier is seeking over $100 million in liquidated damages costs over contractual delays it blames on the State Government.

“Bombardier Transportation is not suing the Queensland Government,” a statement from the company said.

“The contract with the State of Queensland is commercial-in-confidence.

Commercial and legal detail regarding the New Generation Rollingstock (NGR) project is confidential.”

The statement went on to

PHOTOGRAPHTY: BOMBARDIER

BOMBARDIER HAS INSISTED it is not suing the Queensland Government over the $4.4 billion Next Generation Rollingstock contract, and has questioned what it considers to be unfair and sustained criticism from the Courier-Mail over the train delivery program.

A report published in February in the CourierMail said the Canadian train manufacturer had “hit the State Government with a $100 million damages claim” over the “troubled” contract.

The Bombardier-led NGR consortium experienced delays during the dynamic testing phase of the new trains, which took place on the QR network.

A management crisis at Queensland Rail also delayed the train delivery program.

QLD

NEWS

Toowoomba Ranges rail tunnels to be heightened for larger freight

PHOTOGRAPHTY: BELISH GRAPHIC: QUEENSLAND RAIL

PHOTOGRAPHTY: BOMBARDIER

Shortlists announced for Cross River Rail THE QUEENSLAND GOVERNMENT HAS announced the shortlists of consortia bidding for contracts to build the $5.4 billion Cross River Rail project.

In all, five consortia have been shortlisted across two contracts, following evaluation of 89 expressions of interest for the project.

Three will be considered for the Tunnel, Stations and Development (TSD) publicprivate partnership: Pulse (led by Cimic Group and including Pacific Partnerships, CPB Contractors, UGL, BAM, Ghella and DIF), Qonnect (QIC, Capella Capital, Lendlease, John Holland and Bouygues), and CentriQ (Plenary Group, Acciona, GS Engineering & Construction, Salini Impregilo and Spotless Group).

Two others will be seeking the contract for the Rail, Integration and Systems (RIS) alliance: River City (Laing O’Rourke Australia Construction, GHD, Aurecon Australasia and Systra Scott Lister Australia) and Unity (CPB Contractors, UGL Engineering, Jacobs Group Australia, and Aecom Australia).

The shortlist was originally supposed to be announced in May 2017. According to acting premier Jackie Trad, the squabble between the Palaszczuk and Turnbull governments over the project’s funding caused the delay.

"If this process had occurred in May last year it would have occurred before there was money for the project," Trad said.

The selection process determining which consortia will be awarded the contracts will take between 12 and 18 months.

“Shortlisted companies will now be required to prepare detailed bids that demonstrate innovation and offer Queenslanders the highest possible value for money,” Trad said.

“Once the assessment process is complete, the consortia selected from these shortlists will be building this project.”

The project is expected to be completed in 2024.

“We are getting on with delivering this project and the calibre of the shortlist and the enthusiasm from the industry demonstrates how important Cross River Rail is to Queensland,” Trad said.

“We promised to build Cross River Rail and that is exactly what we are doing.”

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THE HEIGHT OF 11 RAIL TUNNELS on the Toowoomba and Little Liverpool Ranges in Queensland is to be increased, with foundation and preparation works now underway.

The first tunnel will be heightened in April, during a major track closure. Once the works are completed at all 11 sites – in approximately 12 months, according to the government – trains loaded with containerised freight to travel from the Darling Downs and South West Queensland Regions directly to the Port of Brisbane.

“The lowering of 11 rail tunnel floors on the Toowoomba and Little Liverpool Ranges will create the clearance necessary to transport 9’6” high cube freight shipping containers via rail, increasingly being used to export goods,” transport minister Mark Bailey said.

“This project is a huge vote of confidence in the future growth of agriculture in the Darling Downs and South West Queensland Regions, which currently produces around a third of Queensland’s agricultural output and is a major area for cotton.”

Bailey further stated that the $48 million in upgrades were part of the Labor Government’s effort to get more freight on rail and improve the competitiveness of the region’s agricultural sector. Raising the height of the tunnels would mean, he said, that rail will become a more “attractive and viable” option for industries wanting to improve efficiency by using larger containers

to get export commodities to the Port of Brisbane.

At present, only 2% of all freight arriving at the Port of Brisbane comes on rail – approximately 30,000 containers out of 1.2 million – a fall from around 13% in 2003.

“We are committed to supporting economic and jobs growth in regional Queensland communities and this project will ensure farmers are supported, with the freight options in place to transport their goods to market now and into the future,” Bailey said.

“This project has the potential to help reduce the quantity of heavy vehicles required to transport freight on the highway from South West Queensland to the Port, improving safety and reducing the impact on our roads.”

BMD Constructions and WSP Parsons Brinckerhoff completed the designs for the tunnel upgrade project, and Queensland Rail will work with the former over the course of the construction phase. According to Bailey, it is expected that around 100 local construction jobs will be created over the duration of the project.

The 11 tunnels – including two tunnels on the Little Liverpool range at Laidley and nine tunnels on the Toowoomba Range – are heritage listed, having been constructed in the 1860s on Australia’s first main rail line through the Great Dividing Range.

“This project will strike a balance between maintaining the heritage status of the tunnels, while providing the modern day upgrade that is required,” Bailey stated.

LEFT: Toowoomba Range Clearance Upgrade project sites.

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NEWS

NSW

Collins acknowledges timetable flaws after Fair Work bans Sydney strikes

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Sydney’s growth, I’m not shying away from apologising for what happened in the last 48 hours, but the train timetable has operated well for the past month and a half.”

Union representatives say the Government’s new timetable stretches staff numbers too far.

The union said the Government knew as early as the Friday prior of the potential impact of ‘excess leave approvals’ on the next Monday and Tuesday’s services.

Moreover, the union was upset with what it perceived as blame attributed to the drivers by employers and the media. “To falsely attribute blame to train drivers may leave our members exposed to criticism, ridicule and possible attack at the hands of Sydney commuters,” RTBU divisional secretary Robert Hayden wrote.

“Gaps in driver coverage are a result of a failure to recruit enough drivers in advance of the new timetables.”

In a report compiled in the month after the drama, Collins and Transport for NSW secretary Rodd Staples recognised a need to make the timetable more flexible, to help make up for lost time when there is an incident.

But none of the report’s eight

recommendations include the reduction, or reconstruction of the timetable itself.

“For several weeks, including last December, the timetable delivered 92.7% peak punctuality – similar to the old timetable in December the year before – this is despite delivering 8% more services,” Collins said.

“While the timetable has proven it meets reliability targets during normal operation and routine incidents, when we have significant incidents our resources become stretched too quickly.

“With unprecedented growth in train patronage meaning we need to carry more and more people every year, this is the timetable that Sydney needs.”

The union said it was vindicated by the report’s findings.

“As confirmed by today’s report, the operation of the new timetable depends on our train crew undertaking an unsustainable amount of overtime,” RTBU NSW secretary Alex Claassens said. “After months of extraordinary pressure, the train crew have told us they’ve had enough. Excessive overtime and overwork has been a key area of conflict during this recent industrial dispute.”

“

Sydney’s railways had a dramatic start to 2018, after the Fair Work Commission blocked a planned 24hour strike by the Rail, Tram and Bus Union.

”

PHOTOGRAPHTY: RAILGALLERY.COM.AU

RAIL BOSS HOWARD COLLINS has acknowledged Sydney Trains’ new timetable contributed to significant delays on January 8 and 9, but says with more and more passengers using the railway every year, the timetable is here to stay.

Sydney’s railways had a dramatic start to 2018, after the Fair Work Commission blocked a planned 24-hour strike by the Rail, Tram and Bus Union, as part of the union’s ongoing enterprise agreement negotiations with Sydney Trains and NSW TrainLink.

The union looked to stress the importance of the network’s workforce after extensive delays hit Sydney’s railways on two of the first weekdays of the year.

Speaking in the days after the extensive delays, NSW transport minister Andrew Constance said the 48-hours of pain for commuters were not due to driver shortages or an expanded timetable, but instead because of “an act of God”.

“It’s an act of God when you have three lightning strikes take out substations, train routes and signalling,” Constance told reporters. “Coupled with the fact that we’ve put more trains and more services on to cater for

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NEWS

NSW

WORK WILL BEGIN IMMEDIATELY ON new Sydney Metro platforms at Central Station, after Laing O’Rourke was awarded the $955 million Central Walk contract on March 7.

Laing O’Rourke will excavate and construct new 27-metre long platforms beneath Central’s existing platforms 13 and 14, and will build a new 19-metre wide underground concourse from Chalmers Street, connecting pedestrians with new and existing platforms, light rail, and buses.

“We have assembled a team who will deliver a world-class result for the NSW Government, the people of Sydney and the businesses and customers who rely on Central every day,” managing director Cathal O’Rourke said on March 7.

Laing O’Rourke will work with architecture firm Woods Bagot, and its partner John McAslan + Partners, as

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well as a design partnership of GHD and Aurecon, to deliver the project.

The new platforms will be part of the Sydney Metro CBD & Southwest line.

NSW transport minister Andrew Constance said the Sydney Metro project represents a good opportunity to provide a “massive upgrade” to Central Station.

“This is the start of Central’s longawaited renewal, bringing new entrances and simpler interchanges that will make life so much easier for customers,” the minister said.

“Central Station is the gateway to our great city, and we are working to develop a station that blends heritage with innovative design on par with other grand stations around the world.”

Constance said Transport for NSW would be working hard to minimise impacts to commuters as much as possible throughout the construction work.

“As customers get on with their daily lives at Central Station, the Sydney Metro platforms will be constructed right under their feet,” he said.

Sydney Business Chamber executive director Patricia Forsythe said the contract represented the next opportunity for major urban renewal in the CBD. “Just as Barangaroo created a new jobs hub in the CBD, so will redevelopment over and adjoining Central Station,” Forsythe said.

“Central Station is well overdue for transformation and new stations and enhanced access must be the catalyst for creating a new precinct that will attract investment, create jobs and give Sydney another opportunity to grow its economy as a centre of technology, innovation and creativity.”

PHOTOGRAPHTY: FACEBOOK, SEAN GLADWELL

$955m deal signed for Sydney Metro work at Central

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13/03/2018 12:29:03 PM

NSW

NEWS

The future is Meow: Biohacker challenges Opal cancellation

A “BIOHACKING” SCIENTIST who last year made headlines for implanting his Opal card chip into his hand has said he will challenge Transport for NSW (TfNSW) in court after the authority finally cancelled his card in accordance with the established terms of use.

In April 2017, Meow-Ludo Disco Gamma Meow-Meow (his legal name) removed the electronic chip encased in the card and had it implanted under the skin of his left hand by a piercing expert, allowing him to pass through station gates by placing his hand against the Opal reader.

Meow-Meow said he noticed that his card had been cancelled in February, after it no longer worked at a ticket gate after his return from Body Hacking Con in Texas, a promotional event for cyborg technology.

The biohacker has now claimed that he will follow-up his scheduled court appearance in Sydney next month – where he will contest a $200 fine he received for travelling on a train without a valid ticket – by taking TfNSW to court over the Opal card cancellation, calling the move an unlawful infringement upon “cyborg rights”.

"This is case law in creation

and it's fun to be at the centre of this," Meow-Meow was quoted saying by Fairfax media.

"This is a scenario so unusual that their lawyers never foresaw this happening because, if they did, they would have written it in there."

The card was cancelled by TfNSW in accordance with its Opal Terms of Use, which explicitly forbid the kind of tampering Meow-Meow appears to have engaged in so fulsomely.

The terms state that the user must “take proper care of the Opal Card, avoid damaging it, keep it flat and not bend or pierce it” and “not misuse, deface, alter, tamper with or deliberately damage or destroy the Opal Card”.

Opal cards remain the property of TfNSW after they have been issued to users, which means that the transport authority maintains the right to “inspect, de-activate or take possession of an Opal Card or require its return at our discretion without notice at any time”.

Meow-Meow ran in the recent by-election in New England, as the candidate for the Science Party.

Above: Meow-Ludo Meow-Meow – Science Party Candidate for New England in the 2017 by-election

“

The card was cancelled by TfNSW in accordance with its Opal Terms of Use, which explicitly forbid the kind of tampering Meow-Meow appears to have engaged in.

”

Train collides with buffer at Richmond

PHOTOGRAPHTY: FACEBOOK, SEAN GLADWELL

THE AUSTRALIAN TRANSPORT SAFETY

Bureau (ATSB) and the NSW Office of Transport Safety Investigations (OTSI) have launched an investigation into a train crash incident at Richmond Station in Sydney’s north-east on January 22, which left at least 16 people injured.

The train, one of Sydney Trains’ Waratah models, crashed into a buffer stop at the end of a station platform when it failed to come to a halt shortly before 10am on that Monday morning.

A number of injured passengers were treated at the scene, while several others were taken to hospital. The

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202_News_NSW.indd 31

injuries reportedly consisted of cuts, bruises and broken bones, but none were considered life-threatening.

“A number of injured passengers and two employees, including the driver, have been treated,” NSW Police said in an early statement following the incident. “Eleven people were triaged and treated at a nearby oval.

Five people remained on the train where they were treated before also being triaged.”

The investigation is being led by the OTSI, with the ATSB providing technical and analytical support under the provisions of the Transport Safety

Investigation Act 2003.

During the investigations, investigators will attend the accident site at Richmond Station, conduct examinations of the train and the track infrastructure involved, interview the crew, and gather additional information, such as the train’s data recorder.

The final report on the accident is expected to be delivered in January 2019.

Sydney Trains is reportedly carrying out its own internal inquiry into the incident.

RAIL EXPRESS | ISSUE 2 2018

31

13/03/2018 12:29:05 PM

NEWS

VIC

Metro Trains and Yarra Trams meet performance targets; heat causes problems for V/Line

32

ISSUE 2 2018 | RAIL EXPRESS

202_News_VIC.indd 32

days to speed up response times should incidents arise, and we continue to look at ways to further minimise disruptions for passengers.”

17.2% of services were cancelled on the Albury Line, and of those that did run, only 56.2% were on time.

V/Line CEO James Pinder said the condition of the standard gauge track and trains, and January’s heat-wave, were the main reasons for service delays.

“We continue to work closely with ARTC to improve the track’s condition and enable us to offer a service that our customers deserve and expect,” he said.

“We have teams from different parts of the business regularly meeting with ARTC and as part of those discussions, we provide advice on maintenance priorities.”

Above: Metro Trains reported an improved performance in January.

“

V/Line has been taking extra steps to minimise the impact of extreme heat days on services, deploying extra crews on hot days

”

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23/03/2018 9:12:51 AM

PHOTOGRAPHTY: RAILGALLERY.COM.AU

“January saw the operators deal with the dual challenges of prolonged periods of hot weather and major upgrade works on our road and rail networks,” PTV CEO Jeroen Weimar said.

“Despite these challenges, both Yarra Trams and Metro managed to deliver service levels above the targets in the new franchise agreements.”

80.2% of V/Line regional train services ran on time in January, below its target of 82%. Weimar said that this was partly due to heat speed restrictions enforced during a prolonged hot spell.

“Steel tracks expand in the heat which make speed restrictions a reality of operating a rail network, whether in regional Victoria, or the London Underground,” Weimar said.

“V/Line has been taking extra steps to minimise the impact of extreme heat days on services, deploying extra crews on hot

PHOTOGRAPHTY: RAILGALLERY.COM.AU

JANUARY PERFORMANCE results show both Metro Trains and Yarra Trams managed to meet performance targets established in their new contracts, while V/ Line fell short.

98.8% of Metro’s timetabled services were delivered over the month, above the target of 98.5%, while 92.3% percent of those services were on time, just beating the target of 92%.

This is an improvement upon Metro’s December performance, during which 91.6% of their services ran on time.

Yarra Trams made a significant improvement on its December performance, which saw it dip below the 82% punctuality target, with 87.8% of its services arriving on time. It was able to achieve this while delivering major track and infrastructure upgrades on Lygon Street, and during an increase in passenger demand due to the Australian Open.

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15/03/2018 11:20:47 AM

NEWS

VIC

Talks begin for Geelong City Deal

34

with Daniel Mulino, the Victorian parliamentary secretary for treasury and finance, who said that that it was vital that the Geelong deal was tailored to meet local needs.

“Undoubtedly locals will know best the issues impacting them,” Mulino said.

“Today's stakeholder forum has given us an opportunity to further refine the details of the deal, including opportunities for investment and reform, and the governance mechanisms needed for implementation.”

So far, few details have emerged regarded what projects will be part of the deal, save scattered mentions during January’s announcement of improved services on the rail line to Warrnambool.

Sarah Henderson, who is the federal member for Corangamite, nonetheless regarded the speedy commencement of negotiations as an encouraging sign for the planning process going forward.

“Our discussions are focusing on a range of priorities including employment, infrastructure and transport, planning and how as a region we make the most of opportunities in the visitor economy,” Henderson said.

ISSUE 2 2018 | RAIL EXPRESS

202_News_VIC.indd 34

Metro Tunnel to be MELBOURNE’S METRO TUNNEL project will open a year earlier than initially planned, according to the Victorian Government.

The newly-released tunnels and stations public-private partnership contract indicates that the project’s twin tunnels and five new underground stations will be complete by September 2024, allowing track and signalling work – which will connect the tunnels to existing rail corridors – to be finished by the close of 2025. The project was initially slated to be completed in 2026.

“The Metro Tunnel is ahead of schedule, creating thousands of jobs and giving hundreds of apprentices a head-start on their careers,” premier Daniel Andrews said. “This project will create space to run more trains, more often, right across Melbourne. We’re getting it done.”

The $6 billion tunnels and stations contract was signed in December last year with Cross Yarra Partnership – a consortium of Lendlease Engineering, John Holland, Bouygues Construction and Capella Capital – while the

Ararat line reopened THE 87-KILOMETRE FREIGHT railway between Maryborough and Ararat has been re-opened, with driver training along the corridor beginning in February.

Then-minister for transport and infrastructure Barnaby Joyce was joined by Victorian transport minister Jacinta Allan and federal member for Wannon Dan Tehan to inspect the railway, almost two decades after it was shut down in the early 2000s.

The railway has been upgraded as part of the Murray Basin Rail Project, which is jointly funded by the Australian Government ($240 million) and the Victorian Government ($200 million).

Joyce said the re-opening of the line would be a boost for local primary producers and exporters.

“Victoria’s Murray Basin is a nationally important producer and exporter of grain, mineral sands, fruit, vegetables and wine,” Joyce said. “The Murray Basin Rail Project is an investment in these industries, the competitiveness of our port and freight operators, and Australia’s economy.”

Allan said the start of driver training was a significant milestone.

“The reopening of the Ararat to Maryborough line for driver training is a significant step

www.railexpress.com.au

15/03/2018 11:10:30 AM

GRAPHIC: METRO TUNNEL, VICTORIAN GOVERNMENT

PLANNING IS now underway for Geelong’s new City Deal, with discussions held in mid-February between federal, state and local government representatives and local business and community organisations.

The Geelong deal – which was announced in January alongside an equivalent deal for Hobart – will reportedly help coordinate infrastructure planning and funding arrangements between federal, state, and local governments.

The combined meeting was, ostensibly, the first step towards determining the substantive content of the deal.

While remaining quiet on what those details might be, federal urban infrastructure and cities minister Paul Fletcher was keen to promote the benefits of collaborative planning between different levels of government and local industries.

“Geelong is Victoria's secondlargest city and Australia's second fastest growing city, and its economy is rapidly diversifying,” Fletcher said. “The City Deal offers an opportunity for three levels of government to come together to develop a plan to further stimulate that growth and diversity.”

Fletcher cochaired the meeting

VIC

NEWS

GRAPHIC: METRO TUNNEL, VICTORIAN GOVERNMENT

to be finished a year early Above: Bombardier Transportation and CPB Contractors will deliver signalling along the train line between Sunbury and Pakenham/ Cranbourne.

$1.1 billion contract for the rollout of high-capacity signalling in the Metro Tunnel was signed by a partnership of CPB Contractors and Bombardier Transportation.

The high capacity signalling will allow the new fleet of 65 High Capacity Metro Trains – being delivered by a Downer/CRRC team – to run from Sunbury to Cranbourne and Pakenham, through the new Metro Tunnel, at two-to-three trains per minute.

State transport minister Jacinta Allan hit out at the Opposition’s suggestion –

forward as we get on with the job to help our primary producers get more produce to port,” the state minister said.

“This stage of the project has supported hundreds of local jobs, delivered real economic benefits to rural communities and will provide long lasting support to Victorian farmers and businesses.”

Tehan said the project supported farmers, their families and the region’s economy.

“The overarching project will be a game changer for rail freight in Victoria and will provide a viable alternative to road freight,” Tehan outlined.

“More than 500 workers, including 220 from regional Victoria, have been employed

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202_News_VIC.indd 35

made just after the signing of the contracts – that, if voted into government, it would consider altering the project so that it linked the busy South Yarra Station with the twin underground tunnels.

“The biggest risk to this project is the Victorian Liberals who have said they will renegotiate this contract – delaying the project for years, costing billions and stopping more trains running more often,” Allan said.

Victorians will vote in a state election later this year.

on the Australian and Victorian government-funded project, with more than 40 businesses from central Victoria engaged to provide a range of services.”

A phased return of freight services to the Mildura line is also underway, with sections of the track progressively opening from

The Greens have also voiced their support of connecting a revamped South Yarra interchange to the Metro Tunnel, saying its inclusion was the only way to realise the “full benefits” of the project.

However, the Government’s Melbourne Metro Rail Authority has rated the economic case for building the interchange and integrating it with the tunnel project as “very poor” – stating that the cost and the level of disruption would outweigh | any benefits.

south to north, as part of the Murray Basin Rail Project.

The Maryborough-Ararat line upgrade is part of Stage 2 of the MBRP. Stage 2 also includes gauge conversion and upgrade works on rail freight lines between Maryborough and Yelta, and Ouyen to Murrayville.

Above: The rail line between Maryborough and Ararat was renewed as part of the Murray Basin Rail Project.

RAIL EXPRESS | ISSUE 2 2018

35

15/03/2018 11:10:31 AM

NEWS

WA

Metronet: TBMs to arrive at Airport in months

36

ISSUE 2 2018 | RAIL EXPRESS

202_News_WA_SA_NZ.indd 36

concrete segments will be installed, lining the tunnels to create walls.

Planning experts to advise Metronet team A core group of key housing, urban development and property experts has been formed to advise on upcoming passenger rail projects in the Perth area.

The group comprises eight representatives who will be chosen from the Urban Development Institute of Australia, the Planning Institute of Australia, the Property Council of Australia, the Real Estate Institute of WA, the Housing Industry Association, the Master Builders' Association, the Australian Property Institute and Shelter WA. Along with the ForrestfieldAirport Link, the Metronet program includes several planned extensions and additions to the Perth rail network, as well as signalling and rolling stock projects.

Saffioti said the Government will rely on advice from a panel of property development experts, as it proceeds with project decisions, and alignment options.

“Building the transport infrastructure, which is a cornerstone of the Metronet plan for Perth’s suburbs, is just part of the

picture,” Saffioti said on February 21. “Metronet is also about building liveable, connected communities.

The private sector is well-placed to advise how we make these new developments come to life.”

Above: WA Premier Mark McGowan and transport minister Rita Saffioti inspecting the Metronet tunnelling work.

Tender released for ATC control centre design The WA Government has released a tender for the design of the state Public Transport Authority’s new rail operations control centre for the automatic signalling system planned for the Perth network.

The successful tenderer’s concept design will help further the PTA’s business case for the project, which will see the development of a modern train control building.

The final design will be subject to government approval. $7.4 million has been committed by the Labor Government to introduce an automatic train control (ATC) signalling system for the TransPerth network, which will gradually replace the existing signalling infrastructure, and render redundant major portions of trackside equipment – thereby boosting network reliability by helping reduce unplanned service disruptions due to signalling faults.

“

The next major milestone will be when the first TBM reaches Airport Central Station in the next month or so.

”

PHOTOGRAPHTY: MARK MCGOWAN / TWITTER

THE TWO TUNNEL-BORING machines (TBMs) creating the underground rail link between Perth Airport and Forrestfield have now covered a combined length of 2.5 kilometres, with expectations that they will both arrive at the Airport Central Station site in the coming months.

By June 2019 the two 600-tonne, 130-metre-long TBMs will have tunnelled 8 kilometres under Perth Airport and the Swan River, linking new stations at Forrestfield, Airport Central and Belmont.

The first TBM, nicknamed “Grace”, was launched in July last year for its two-year journey underground to Bayswater, where the new line will spur off the Midland Line.

The second TBM, nicknamed “Sandy”, began tunnelling at Forrestfield, having been launched from the 12-metredeep dive structure at the site of the future Forrestfield Station in late October 2017, and has been travelling at an average of 26 metres per day.

The $1.86 billion ForrestfieldAirport link is the first of the McGowan government’s Metronet projects.

When completed, the link will provide Perth Airport users direct access to the city’s central business district via an 18-minute train trip.

"The Forrestfield-Airport Link will open up the Perth foothills, providing a new option for the community to access the CBD, Perth Airport and wider public transport network,” state transport minister Rita Saffioti said.

“The Metronet team has been planning land use opportunities around Forrestfield and Redcliffe Station to create well-connected communities within the station precincts. The next major milestone will be when the first TBM reaches Airport Central Station in the next month or so."

As the two TBMs make their progress, 54,000 locally made

www.railexpress.com.au

13/03/2018 11:33:54 AM

WA

NEWS

WA gets independent infrastructure body THE WESTERN AUSTRALIAN Government outlined its blueprint for the establishment of Infrastructure WA (IWA), an independent body that will provide advice on infrastructure needs and planning across the state.

Premier Mark McGowan announced the new advisory board – a Labor election promise – would be established in early 2019, following a 12-month period during which enabling legislation for the new body will be put to parliament, and consultation carried out with industry groups and the public.

McGowan said that the IWA, as an independent board, would provide the government with expert advice to help develop a 20-year infrastructure investment strategy.

"For too long, the State has suffered from a short-term focus on infrastructure planning.

There is a strong need for a coordinated, long-term vision to build the infrastructure we need in the right place and at the right time,” he said.

"By developing a 20-year strategy, IWA will identify the infrastructure needed to keep

growing the economy and create jobs, providing certainty to industry and encouraging private sector investment.”

The IWA will assess proposals for infrastructure projects priced at $100 million or more, along with high-risk smaller projects, with the evaluation process to include community and stakeholder consultation and business case analysis.

Much like other similar bodies, the IWA will also form a priority list for projects stretching over the 20-year planning period.

McGowan said that establishing an independent statutory body would make infrastructure planning less prone to political influence and the uncertainty resulting from changes in government.

“Infrastructure has long been held hostage to political cycles," the premier said. "We've seen too many cases of major projects blowing out without business cases and government money being wasted.”

Moreover, the development of an overarching long-term strategy safeguarded by the independent IWA, McGowan

suggested, would lead to greater bipartisanship in the infrastructure commitments put forward by various political parties.

"Where politicians now or in future decide to reject its advice, they will be required to account for those decisions.”

Once the IWA is established, Western Australia will join the likes of New South Wales, Queensland, Victoria and Tasmania in possessing an independent infrastructure advisory body.

The board will consist of five representatives from the public sector, five industry representatives, and a chairman sourced from the private sector.

Above: WA Premier Mark McGowan and transport minister Rita Saffioti inspecting the Metronet tunnelling work.

“

For too long, the State has suffered from a short-term focus on infrastructure planning.

”

PHOTOGRAPHTY: MARK MCGOWAN / TWITTER

Important upgrade works underway on Collie River Rail bridge ARC INFRASTRUCTURE has begun its revitalisation project for the Collie River Rail Bridge, located on an important route for Western Australia’s coal and alumina supply chain.

Approximately half a million dollars has been invested into the resleepering and re-railing works on the bridge in the state’s south west.

The bridge is on a section of Arc Infrastructure’s network that provides coal transports from the Premier and Ewington Coal Mines with access to South32’s

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202_News_WA_SA_NZ.indd 37

Alumina Refinery and Soundcem, where coal is used to generate power.

With around one million tonnes of coal – on approximately 250 trains – travelling over the Collie River Rail Bridge every year, the upgrades are considered vital to maintaining safe and reliable access for industry.

It also means that Arc Infrastructure is aiming to make sure that there is as little disruption as possible from the works. Shane Hooper, the company’s structures supervisor, indicated that workers with

specialist skills are being used to ensure the upgrades are carried out safely.

“The upgrade of a bridge at that height requires a specific skill set and each employee who worked on top of the bridge was accredited to work at heights and use specialist safety equipment,” Hooper said.

“The nature of the work also means that the time required to replace each sleeper is significantly longer than a standard resleepering program.”

Employees qualified to work at heights used restraining

harnesses to work on top of the bridge, while scaffolding constructed alongside the bridge has allowed others to carry out tasks on the sides and on the underside of the structure.

The re-sleepering works on the bridge have now been completed by Arc’s local maintenance and major projects teams along with local contractors and involved the replacement of 110 sleepers on the approach.

Other works, including 25 metres of re-railing, are to occur later this year.

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13/03/2018 11:33:55 AM

NEWS

NZ

Kaikoura earthquake puts $25 million dent in KiwiRail half-year results

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202_News_WA_SA_NZ.indd 38

Energy last year, in coal volumes.

Janes indicated that the heavy rain in September and at the beginning of October, which delayed the opening of freight services on the Main North Line, along with issues arising from an ageing locomotive fleet – ranging between 32 years old to 57 years-old – created uncertainty for domestic customers and the limited overnight services.

“It has been a messy six months, particularly in the South Island, where weather disrupted the recovery we had worked hard to achieve by reopening the earthquake-affected Main North Line months ahead of schedule,” Janes said.

“While the previous Government committed to funding any insurance shortfall of the rail rebuild, KiwiRail has had to absorb the on-going revenue impact, including restricted freight volumes.”

Some highlights of KiwiRail’s half-year results include a 7% revenue and 4% patronage increase for its Interislander services, a 16% growth in revenue from intermodal ports, and an 8% increase in forestry revenue.

“We have been working closely with the industry to maximise our ability to meet the wall of wood now coming on stream, as the result of the large volume of trees planted in early 1990s,” KiwiRail chief executive Peter Reidy said.

“Our log wagon fleet has grown by 40% since 2011. We have some very clever thinkers on our team and have been able to do this in an innovative and cost-efficient way by converting wagons retired from our container fleet.”

Though KiwiRail is currently running trains on forestry routes as frequently as seven days a week, Reidy said it could be doing more.

“There are more than 130 additional log wagon conversions coming on stream over the next six months, which will allow us to meet further demand this year; and a further 200 wagon conversions are planned for the 2019 financial year,” he said.

KiwiRail has working with the industry to develop log hubs at key locations on the network – such as at Masterton, Whanganui and Palmerston North – to help move more logs to Napier Port and CentrePort by rail rather than road.

“Consolidating volumes and running to export ports by train is a cost-effective option for forestry owners/harvesters,” said Reidy.

“We bring benefits of economies of scale, particularly where forests are a long way from an export sea port. In addition, our trains mean fewer trucks on the road, and lower carbon emissions.”

The operator reports that it remains on track on track to meet the full year operating surplus commitment of $30-50 million over the next six months.

“

It has been a messy six months, particularly in the South Island, where weather disrupted the recovery we had worked hard to achieve.

”

PHOTOGRAPHTY: KIWIRAIL

KIWIRAIL’S HALF-YEAR RESULTS reveal the operator would have significantly improved its position without the heavy $25 million impact of the Kaikoura earthquake in November 2016, which severely damaged over 150 kilometres of the Main North Line on the South Island.

In the six months up to December 2017, KiwiRail established an operating surplus of $15.3 million; however, the operator estimates that this would have been closer to $40 million – a 39% improvement on its 2016 result – had the Kaikoura earthquake not occurred.

KiwiRail crews spent over 10 months replacing damaged track, rebuilding bridges, repairing tunnels, and clearing large slips along the route, a major freight link in the country’s supply network.

“It is a credit to the 3,400 people of KiwiRail that this result betters the December 2016 half year and that the organisation is on target to meet its commitment to Government for the third year running,” said Trevor Janes, KiwiRail’s chairman.

“The underlying operating surplus of $40 million is a significant improvement on the prior half-year result of $23 million.”

Excluding the impact of the earthquake, the operator saw a 6% increase in bulk freight, with rises in Fonterra bulk milk and, following BT Mining’s purchase of Solid

www.railexpress.com.au

13/03/2018 11:33:55 AM

SAFETY

Better progress through safety: National safety officer explains approach

PHOTOGRAPHTY: WRAWPIXEL.COM

PHOTOGRAPHTY: ARA / INFORMA AUSTRALIA

Office of the National Rail Safety Regulator boss Sue McCarrey provides an update on Australia’s new ‘co-regulatory’ environment for safety.

David Loneragan reports.

I

NNOVATION IS THE PRIMARY DRIVER OF discourse in the rail sector. Every industry event is dominated by speakers who present new ideas, technology and research to their peers. But safety – the number one concern for every new project and technology – is quite often perceived as a limiting factor in development.

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210_Safety_ONRSR.indd 39

Sue McCarrey says it doesn’t have to be that way.

McCarrey is the chief executive of the Office of the National Rail Safety Regulator (ONRSR). She spoke, alongside ONRSR national operations boss Peter Doggett, at the AusRAIL continued on next page >

“

Safety policies can encourage innovation.

”

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39

19/03/2018 12:33:45 PM

conference in Brisbane at the end of 2017.

McCarrey and Doggett explained how safety policies can encourage innovation, rather than hinder it, and suggested the presence of a national safety regulator has made technology innovation easier than ever before.

“One of the driving forces for having ONRSR is that if you want to introduce new technology across the country or operating practice is that you don’t have to go through different state regulators, which all had particular views on particular issues,” Doggett explained.

Asked whether the ONRSR saw as role for itself in facilitating the introduction of innovative technology that has been developed overseas, McCarrey said the regulator was limited to enforcing safety standards.

“Industry drives where technology goes; we need to make sure that it is safe and to act as a check and balance,” she said. “What we don’t expect industry to do is re-prove a technology if a technology has already operated overseas.”

Nonetheless, McCarrey said, industry needed to be mindful about the safety risks potentially involved in the incorporation of new technologies into existing systems. “In some cases new technology gets retro-fitted into older infrastructure and older rollingstock,” she said.

“What we want to know is how an operator has taken account of the fact of its safe integration with the existing system.”

40

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Above: The ONRSR’s Sue McCarrey and Peter Doggett addressed AusRAIL PLUS 2017 in Brisbane in November.

“

Industry drives where technology goes; we need to make sure that it is safe and to act as a check and balance.

”

McCarrey, who has led ONRSR since November 2014, used her speech to detail some of the challenges and issues for the regulator since becoming nation-wide after Queensland came under its jurisdiction in July 2017.

This development, McCarrey said, was “a great opportunity for us to ask what ONRSR looks like in two- or three-years’ time, because we’re no longer dealing with all of the day-today transition issues; we can now pull together and say: ‘Who are we, and who do we want to be in the next year or two?’”.

According to McCarrey, with the large amount of investment and development taking place in rail across Australia, the ONRSR has to be able to deal with the range of governance structures that exist for each project, including, for example, rail operators that are already accredited building a new rail line or facility, PPP-type set-ups with consortia operating under contract from government, or statutory authorities set-up to oversee the construction of new projects.

“Because there are so many different ways in which projects are being delivered, we [the ONRSR] need to be flexible as well,” she said.

“What we’ve been talking to industry about is how to deal with rail safety management systems in those different types of set-ups and, also, determining who, within these structures,

PHOTOGRAPHTY: ARA / INFORMA AUSTRALIA

SAFETY

www.railexpress.com.au

19/03/2018 12:33:47 PM

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210_Safety_ONRSR.indd 41

security risks means the ONRSR has established a “Protect, Detect, Respond” guideline, which not only develops strategies for the prevention of cyber-security attacks, but also can effectively deal with an incident if and when it does occur.

Governance, design, risk management and training all need to be integral for cyber security in the same way that it is for all other safety systems, McCarrey said.

The ONRSR in late February released its new publication, The ONRSR Way, aimed at giving regulated parties and rail safety stakeholders clarity about how the Office does its business.

“A safe rail network is in everyone’s interests, and an elemental expectation of everyday Australians,” McCarrey wrote in the report’s foreword. “They should be reassured by, without needing to be intimately aware of, a coregulatory environment where the management of safety is of paramount concern to both industry and regulator.”

The report is available on the ONRSR’s website, onrsr.com.au Sue McCarrey

“

Rail transport operators and contractors working on a project must be consistent in following an agreed upon safety management system.

”

PHOTOGRAPHTY: RAILGALLERY.COM.AU

PHOTOGRAPHTY: ARA / INFORMA AUSTRALIA

is accountable for safety.”

McCarrey went on remind her rail industry audience of the importance of this last point, indicating that the ONRSR had dealt with several issues involving the transfer of safety risks among contractors and subcontractors had arising over the previous 12 months.

“Safety cannot be contracted out,” she stated.

“We do find that the rail industry is very mindful of its safety responsibilities; but every now and then we’ll find something that indicates an attempt to transfer safety risk in same way one might transfer financial risk.”

This can occasionally be the case in PPP and similar arrangements, where different risks are allocated to different parties alongside the allocation of different parts of the project; however, McCarrey reiterated, “there are safety risks, such as health and safety risks, that cannot be transferred and cannot be contracted out, and this is very clear in law”.

Moreover, rail transport operators and contractors working on a project must be consistent in following an agreed upon safety management system (SMS): whichever one is followed is the one that the ONRSR will be auditing a RTO or contractor against.

On the topic of technological change and innovation in the rail sector, McCarrey indicated that the move towards driverless trains (for example, in the Sydney Metro project), and the taking-up of communication-based train controls (CBTC) or similar systems would help reduce safety risks, but nonetheless operators would have to be mindful of the new risks posed by the introduction of new approaches.

“These systems can take away risk, or reduce some risk, but they will also create other risks,” she said. “So an operator needs to aware when introducing these sorts of systems what the additional risks that are created, as well as the risk that it actually removes.”

McCarrey emphasised that the legal framework the ONRSR works with encourages technological innovation and the introduction of new approaches in the industry – often better than other countries with more prescriptive regulation systems, such as the United States.

“If you want to bring a change that is innovative, new or different, make a case. Bring the argument that shows how you are reducing or mitigating risk so far as is reasonably practical; that’s the whole basis of the law.

And I think that it allows us to be open to the sort of technologies being talked about at this conference,” she said.

The move towards digital and internet-based systems within the rail industry bring about

RAIL EXPRESS | ISSUE 2 2018

41

19/03/2018 12:33:49 PM

SAFETY

Collision highlights risks of A 2017 collision in Rockhampton has served as another reminder that passive level crossings rely on a factor too often lacking: a driver’s ability to obey road rules.

T

HE DRIVER OF A CAR HIT BY THE SPIRIT of Queensland tilt train at a Rockhampton level crossing last year failed to come to a complete stop and didn’t see the oncoming train, prior to driving in front of it, the Australian Transport Safety Bureau has said.

The 21km/h collision, which occurred just prior to 1am on July 15, 2017, put three of the car’s passengers in hospital with serious, but non-life-threatening injuries, and resulted in severe damage to the vehicle, but only minor damage to the train itself.

Queensland Rail has said its road-rail

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205_Safety_ATSB.indd 42

interface manager will conduct a review of the site of the collision, the level crossing at the intersection of Denison and Williams Streets, Rockhampton.

According to the ATSB’s final incident report, published January 29, the driver of the white Toyota Camry slowed, but failed to come to a complete stop, while approaching the level crossing – a passive crossing controlled by stop signs.

The train’s incident recorder showed the train was going below the speed limit, the driver used the train’s horn while approaching the

“

The collision was the second major road-rail collision at the intersection in recent years.

”

www.railexpress.com.au

19/03/2018 12:35:11 PM

PHOTOGRAPHTY: RAILGALLERY.COM.A, QUEENSLAND RAIL, GOOGLE MAPS /ATSB

passive level crossings

PHOTOGRAPHTY: RAILGALLERY.COM.A, QUEENSLAND RAIL, GOOGLE MAPS /ATSB

intersection, and the train’s headlight was on.

However, the report states, “According to the [car’s] driver, the vehicle’s windows were open at the time of the incident. Its occupants were actively engaged in conversation and none of them heard the train’s horn.”

The car driver told investigators he “slowed almost to a stop as it approached the intersection before accelerating to cross it”.

“Neither the driver nor the passengers noticed the train until immediately before the collision.”

None of the drivers involved in the incident – including the car’s driver, and the two train drivers – tested positive for any illicit drugs, and none were above their respective alcohol limits, according to the ATSB. The Bureau’s main message in the incident report was how this incident highlights the different risks of various types of road-rail level crossings.

“There are more than 6,000 passive level crossings in Australia,” the Bureau wrote. “This type of protection is generally used where the volume of road and rail traffic makes the risk of a collision relatively low.

“Stop sign traffic control is used at level crossings where the sighting distance is such that a motorist is unable to see an approaching train in time to stop before its arrival at the crossing.

“This traffic control method requires a

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205_Safety_ATSB.indd 43

Clockwise from top-left: Damage to the vehicle; Damage to the front of the train; Signage on the approach to the road-rail level crossing at the intersection between William Street and Denison Street, in Rockhampton; The level crossing intersection from above. Red arrow indicates movement of the train, yellow arrow indicates the movement of the road vehicle in the lead-up to the collision.

“

This incident highlights the different risks of various types of roadrail level crossings.

”

motorist to stop at the crossing, visually look in both directions and, if no train is seen or heard, then safely proceed.

“Motorists are required to have this knowledge for a driver’s license and drivers encounter Stop signs routinely and follow the same process of stop, check, and wait/go.

Despite that requirement, there have been many accidents at Stop sign-protected crossings because of the motorist’s failure to stop.”

The collision was the second major road-rail collision at the intersection in recent years: a southbound tilt train collided with a vehicle at the intersection in February 2012.

Following the earlier collision, which handed the vehicle’s three passengers nonlife-threatening injuries, Queensland Rail surveyed the intersection using the Australian Level Crossing Assessment Model, identifying several minor non-conformances with sighting distance and signage, which were resolved by March 2013.

After this most recent incident, QR said they would conduct another review of the level crossing.

“This incident is a reminder that all road vehicle drivers using level crossings equipped with passive controls need to be vigilant, observe road-warning signs, obey road rules and look out for trains,” the ATSB concluded.

RAIL EXPRESS | ISSUE 2 2018

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19/03/2018 12:35:12 PM

Out and About

ARA Women in Rail lunch

PHOTOGRAPHTY: MARIAM JOHARI, PHOTOGRAPHEDWITHLOVE.COM

The rail industry got together in March to celebrate International Women’s Day with the Australasian Railway Association’s annual Women in Rail luncheon.

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www.railexpress.com.au

19/03/2018 3:10:33 PM

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RAIL CONVEYING

The Autonomous Rail Conveyor (ARC) In this article Tim Graham*, developer of the Autonomous Ral Conveyor (ARC), describes a unique hybrid technology which he says is cost effective and scalable, potentially offering a new rail-based solution for the transport of iron ore and other bulk commodities.

*Tim Graham is a chartered engineer with a degree in Mechanical Engineering and an MBA. He has worked for both large corporates, in mining and manufacturing,and entrepreneurial startups. Tim has successfully designed,patented and commercialised a range of industrial equipment.

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The challenge, therefore, is to develop a bulk materials transport system that capitalises on the benefits of rail

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The quest for an optimal material handling system is driven by six overarching objectives: To transport material from origin to destination with: a) Maximum safety b) Minimum environmental impact c) Lowest cost (Capital and operating) d) Maximum flexibility e) Maximum scalability aximum OEE (Overall Equipment f) M Effectiveness = system availability x utilisation of availability x production rate).

In simple terms, this means that in the field of bulk material movement, nirvana would be a low-cost system that safely transports large volumes of material from anywhere to anywhere with no environmental impact.

The effect of physics on bulk material transportation economics Whether one considers batch bulk material transportation systems such as dump trucks, road haulage fleets or even aircraft, or continuous systems such as conveyors and pipelines, there are two parameters that have influence over both capital and operating costs: Friction and flexibility.

Friction levels are a major contributor to operating costs in most systems because friction forces oppose motion and are therefore key components of power consumption, which is in turn proportional to cost (i.e. increased electricity or fuel consumption). There are simple every day examples of this phenomenon: Commercial aircraft fly at 38,000 feet rather than 10,000

PHOTOGRAPHTY: RAILGALLERY.COM.AU

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E LIVE IN A DISRUPTIVE WORLD – but few of us can imagine the scale and intensity of the disruption paradigm that lies ahead. Consider this benchmark: “Time taken to double human knowledge”. In the centuries following the end of the first millennium, it has been estimated that collective human knowledge would double approximately every 100 years. In other words, in 1800, the combined knowledge of planet earth was roughly twice that of 1700, which was in turn twice that in 1600 and so on. By the time the industrial revolution occurred, the knowledge doubling timespan had been reduced to a few decades and by the late 1900s it was under a decade. It is forecast that by the time the Internet of Things (IOT) gains traction in the next few years, our collective knowledge will be doubling every 12 hours.

In the field of bulk material transportation, innovation and development has been glacial in comparison. A good question would be: “With the rapid growth in technology and disruptive forces invading our lives, why are we still using conveyor technology that has not changed significantly in over a century?”

The answer centres around the opposing forces of risk and innovation, and is emphasised by the well-known mining mantra: “Our innovation strategy is to be first to be second”. In other words, there is little appetite for facing the risks that inevitably accompany innovation. Many companies talk boldly about their “new innovation strategy” but closer scrutiny reveals that this is often nothing more than tinkering with their IT platform. To eliminate risk, new technology must be proven beyond doubt to be failsafe before adoption can be considered. Since innovation is inclusive of risk, it is starved of capital, and we see more of the same technology with minor tweaks.

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feet (lower density air means lower friction).

Pipelines are designed with smooth walls and large radius bends to reduce friction. High speed trains are streamlined to reduce drag.

The same logic applies with bulk material transportation: Lower the friction, and operating costs will be proportionately lowered.

An analysis of frictional losses on a standard conveyor carried out by TUNRA (The University of Newcastle Research Associates) is shown in Figure 1.

Laboratory tests have verified these losses but what actions can be taken to reduce them?

It is clear that minor changes to conventional conveyors (such as using lower friction bearings on idlers) will have little impact on overall friction losses – a step change in strategy is required to achieve desired cost reduction benefits.

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Consider two common methods of transporting bulk materials: a) I n continuous systems, conventional idler conveyor based systems are dominant b) I n batch systems, dump trucks are ubiquitous in most open pit mining operations The operational costs of these methods are shown in Figure 2, and displayed in a cents / tonne / kilometre basis. These values are charted against the distance the material is transported.

Marginal costs (i.e. the cost of transporting the next tonne) drop with all systems as transport distance increases. However, each system reaches an asymptotic distance where marginal costs no longer decrease. For example, in the case of conventional conveyors, this figure is approximately 6 cents / tonne / kilometre occurring at 10 kilometres, whereas rail based conveyors cost 2 cents / tonne kilometre, or one third of the cost. At the same 10-kilometre mark, road trains cost 11 cents (5½ times as much) and dump trucks cost 16 cents (8 times as much).

A D B

C

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conventional conveyors and almost an eighth of dump trucks, why are they so rare?

The key reason is the requirement for flexibility. Rail based transport systems are inflexible, and can only run where there are rails, whereas road based systems are flexible, and can run on most surfaces providing they have acceptable gradients and sufficient bearing pressure.

The challenge, therefore, is to develop a bulk materials transport system that capitalises on the benefits of rail i.e. low friction (and consequently operating cost) as well as autonomy (operational personnel are a significant cost), yet retains sufficient flexibility for specific applications. This trade-off is shown in Figure 3 which maps the flexibility of different systems against cost/ tonne, and empahises that current flexible, low-cost systems (the bottom right hand blue square “Optimal”) are not available with current technology. continued on next page >

Above, figure 1: Typical motion resistances of a 1 km long horizontal belt conveyor.

Idler conveyors: Where does the energy (profit) go?

A - 5% Idler rolling rotating resistance B - 5% Belt flexure resistance C - 60% Indentation Rolling D - 20% Bulk solid resistance E - 10% Secondary resistance

Below, figure 2: Economics of different modes of bulk transport

PHOTOGRAPHTY: RAILGALLERY.COM.AU

These figures are closely correlated with the rolling resistance coefficients (f) of each system: ump truck (on typical mine haul road) a) D = 0.04 – 0.12 b) R oad train (on typical mine haul road) = 0.02 – 0.03 c) Conventional conveyor = 0.009 – 0.015 d) Rail based conveyor systems = 0.004 – 0.005 In other words, system friction forces are directly proportional to operating costs.

Rail based conveyor systems With rail based conveyors using approximately one third of the energy to that used by

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RAIL CONVEYING

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The ARC avoids both loading and dumping inefficiencies ... combining benefits of both conveyor and train systems by integrating a conveyor into a series of bogeys Two rail based bulk material transportation innovations (at different stages of development) have the potential to move close to the optimal space. These are: • For continuous system: The TUNRA Rail Conveyor, which has been in development in development since 2011, and offers improved flexibility (ability to navigate corners and gradients), longer single flight distances, lower capital outlay and significantly reduced operating cost when compared to conventional idler conveyor systems.

• For batch system: The Autonomous Rail Conveyor (ARC) is a conveyor - train hybrid which has overland, underground and in-pit applications.

Currently, the TUNRA Rail Conveyor has had both 1:10 and 1:1 working test

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models constructed, whereas ARC (www. autonomousrailconveyor.com) has had a working 1:48 model built and tested. As with all bulk material transport systems, both systems fall short of being optimal, but have potential to mitigate the key disadvantages of dump trucks, road trains and idler conveyors as is shown in Table 1 associated with existing systems.

A key reason for the attractiveness of conventional conveyors in bulk material applications is high system availability and a wide range of capacities. For short, straight routes, a conveyor has an enviable performance and operating cost profile. As route distances increase and terrain becomes more complex to navigate, flexibility (e.g. the ability to navigate around hills, valleys etc) becomes more important, and road trains or dump trucks often become the bulk transport modes of

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Above Left, figure 3: Flexibility vs Cost / tonne for bulk material transport systems Below, Table 1: Parameter evaluation of bulk material transport systems

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choice, even though their operating costs are significantly higher. No single bulk materials movement system offers a perfect solution for all applications – trade-offs are always necessary.

The ARC system – key points of difference The ARC concept development has been driven by optimising the criteria in Table 1, and a search for an improved solution over current rail- conveyor hybrids. The vision is to create a system with lower capital and operating costs than currently available systems, particularly for longer transit distances, defined here as the point where conveyor advantages begin to diminish – typically longer than 2 - 3 km.

A key disadvantage of conventional train transport systems is the complex and expensive infrastructure required for loading and dumping operations. Trains have discrete wagons, meaning that material flow must be interrupted each time the space between wagons moves under the material dispenser.

Therefore, the system only has availability whilst an empty wagon is positioned to be filled, leading to an intermittent loading pattern (and consequently poor OEE). This situation is more severe during dumping operations: In the case of iron ore, entire trains must be decelerated and halted every two carriages to allow for a 180° wagon inversion to be accomplished.

The ARC avoids both loading and dumping inefficiencies by combining benefits of both conveyor and train systems by integrating a conveyor in to a series of bogeys as shown in Figure 4.

Scalability is another key criterion which needs to be achieved in a simple manner with a view to decreasing overall unit operating costs. For example, “step scalability” in the road and dump truck arena means adding another unit to the fleet – however, once a conveyor has reached capacity (i.e. at maximum loading and speed), no step change is possible.

OEE is high for conveyors and

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most other continuous systems, but is low for batch systems due to non-productive time between unit departures and next unit arrivals (for example trains, dump truck or road trains only have availability whilst receiving material - but are otherwise unavailable). To be competitive for shorter distances, the ARC system would need to match a conveyor’s availability by sequencing loading, dumping, departure and arrival of different train modules so that the mode is “virtually continuous” rather than batch.

The unit capacity of the ARC system is designed at approximately 2 tonnes per metre length of conveyor for iron ore transport applications, translating into a net transport capability of 192 tonnes per train. The two examples to the right show range and capacity capabilities of the ARC.

Technical details of the ARC The key elements of the ARC system as follows: Train module A standard ARC train module would consist of approximately 20 interconnected bogeys, each 4.5m long and operating on a standard rail gauge of 1,435 mm. The bogeys would be interconnected by conventional couplings enabling freedom of rotation, and horizontal / vertical movement. This coupling would also contain the required electrical and control cables to transfer power and control to each of the geared motors.

Each bogey would have integrated shaft mounted geared motors (with brake) on both axles, rated at 22.5 kW, resulting in an effective power output per bogey of 45kW. Each of these geared motors would be powered by either an internal or external power source, as explained in the Power Supply section. Speed of the motors is controlled by a VFD (Variable Frequency Drive) module within the generator / power

Example 1: Short distance, high capacity requirement.

The ARC is required to transport 5,000 t/h of iron ore a distance of 2.0 km.

• Track layout = circular • Rate of material loading = 5,000 t/h = 1.39 t/sec.

• Maximum loading capacity of ARC = 2.0 t/metre • Required linear speed of ARC at capacity load rate = 1.39 / 2.00 = 0.69 m/sec • Time to load 1 x ARC train = 96.00/0.69 = 139 sec • Average loaded speed of ARC = 7.5 m/sec, average empty speed of ARC = 15.0 m/sec • Distance travelled by an ARC train leaving a loading station whilst next ARC train commences and completes loading = 7.5 x 139 = 1,043 metres • To ensure continuous delivery of ore at destination, ARC trains would be positioned as follows: 1 x empty train commences loading 1 x full train leaves loading station 1 x full train located at 1,043 m from loading station, assuming average speedof 7.5 m/sec 1 x full train arrived at dump station and queueing whilst previous train dumps 1 x full train dumping 1 x empty train arrived at load station (having departed from dumping station 139 seconds previously) based on an average speed of 15.0 m/sec In this scenario, 6 trains would be required to move 5,000 t/h continuously over a 2.0 km distance.

Example 2: Long distance, lower capacity requirement.

The ARC system is required to transport 1,000 t/h of iron ore a distance of 10.0 km.

• Track layout = single track with passing points, or circular (capital cost investigation required) • Rate of material flow = 1,000 t/h = 0.28 t/sec.

• Maximum loading of ARC = 2 t/metre = required loading flow rate per metre • Required loading speed of ARC = 0.28 / 2.00 = 0.14 m/ sec • Time to load train = 96.00/0.14 = 686 sec • Average loaded speed of ARC = 7.5 m/sec, average empty speed of ARC = 15.0 m/sec • Distance travelled by an ARC train leaving a loading station whilst next ARC train commences and completes loading = 7.5 x 686 = 5,143 metres • To ensure continuous delivery of ore, ARC trains would be positioned as follows: 1 x empty train commences loading 1 x full train leaving loading station 1 x full train at 5,143 m from loading station, based on average loaded speed of 7.5 m/sec 1 x full train arrived at dump station and queueing 1 x full train dumping 1 x empty train arrived at load station (having departed from dumping station 686 seconds previously) based on an average speed of 15.0 m/sec In this example with a single-track system, the passing point locations would have to be carefully worked out. A circular track would also be possible, but obviously almost twice as much track would be required.

continued on next page >

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RAIL CONVEYING

Fig4

Fig5

Fig6

Fig7

Fig8

control car. Thus, all rail cars receive the same power and frequency, as well as braking signal when required.

Load bed The load bed would be a specialised 3.0-metrewide pipe conveyor belt, but configured in a half pipe profile. It would be powered by a drum motor (which draws power from the onboard generator via the control system) as shown in Figure 8.

Rail and ballast system The rail sections proposed would be constructed from 15 kg/m rail on a standard gauge of 1,435 mm. Individual rails would be combined with sleepers to form an integrated system known as “T- Track� which is currently commercially available, and has been proven as a relocatable, cost effective product. The ARC system can

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either use a loop (circular) track i.e. out and back on a continuous track, or a single track for both outbound (i.e. loaded) in return (i.e. empty) journeys. Depending on the distance to be travelled and the capacity required, a number of passing points would be required.

Decision criteria on which configuration to use include conveyance distance, capacity, terrain and available budget.

Ore loading system The principle of the ore loading system is to provide a constant feed of material at a calculated rate on to the ARC loading bed. This is achieved by installing a material delivery chute apron feeder as shown below in Figures 5 and 6. The train can either be loaded by moving at a prescribed speed under an apron feeder, or staying stationary with the conveyor activated and moving.

Figure 1: 1:48 Scale Model of the ARC system Figure 2: ARC approaching Apron Feeder Figure 3: Loading an ARC train Figure 4: Loaded ARC train travels to destination Figure 5: Loaded ARC train travels to destination and dumps ore Figure 6: Empty ARC train returns to the loading point

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Ore transport Once the ARC is loaded with ore it would travel to the destination at a predetermined speed which would be calculated with safety, terrain, environmental and transport rate factors Power and control system The method of producing and transferring power consists of the following options: • Internal Power supply i.e. diesel generated electrical power transferred to train wheels • External power transferred to train wheels by conductors There are merits and drawbacks to both options - with internal power, the principle advantage is that no power distribution network is required, which translates into significant infrastructural saving. However, each train would be required to have its own onboard generator, which would require regular refuelling. A secondary drawback is that with no power around the rail track, points and communication would require independent power and control systems to operate.

With external power, high voltage (such as 11 kV) would be required to prevent voltage drops. This voltage would have to be stepped down to the operating voltage of 690 volts for the geared motors. The power would have to be commutated via a third rail or overhead catenary line. These are all significant issues, which also have a safety element (in the form of high voltage electricity) to be considered.

Further research is required to assess the suitability of internal or external power supplies to different situations.

Braking is activated by the control system when required and accomplished in two ways:

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• Through the VSD drives • By the integrated brake within the

geared motors.

This is true whether internal or external power is used.

The control system is envisaged to consist of a ROC (Remote Operating Centre) which has visibility and control over all ARC train movements. Individual trains would have “slave” controls integrated into their drive systems.

Ore dumping system Ore dumping is achieved by an ARC train entering a dumping location, halting and activating the onboard conveyor as shown in Figure 8.

Once an ARC train as dumped its ore, it would return along the route to the apron feeder as shown in Figure 9.

Conclusions The ARC concept has the potential to deliver a lower capital and operating cost to solution to transporting iron ore and other bulk commodities over distances in excess of approximately 2 kilometres than competing alternatives. With integrated power supplies, there is theoretically no upper limit to the distance that the system could operate over.

The system is envisaged to be cost effective and scalable, yet maintain sufficient flexibility to allow for operational changes. The ARC has a unique hybrid configuration that allows for simple loading and dumping activities to be executed. Train modules are standardised, so that maintenance activities can be planned and executed easily. Significant development work would be required to bring a solution to reality.

Above Figure 9: Empty ARC train returns to the loading point

References

Newcastle Innovation, University of Newcastle, Rail Conveyor System, 2012 Queensland Mining and Energy Bulletin, February 3, 2015 University of Wollongong, February 12th 2016, Faculty of Engineering and Information Sciences; Truck and Shovel versus In-pit Conveyor Systems.

Foley, m. 2012. “in-pit crushing: Wave of the future?”, Australian Journal of mining, pp.4653, May/ June.

Harcus, m. June 2011 “Back to the future”, Mining Magazine, pp45-59 Londono J G, Knights p, Kizil m, 2012, A Review of In-Pit Crusher Conveyor (IPCC) application, in proceedings 2012 Australian Mining Technology Conference, 8-10 Oct, Perth pp 63-81 International Mining, October 2010 Coaltech 2009, Independent Coal Transport Investigation, South Africa Rail-Veyor, website www.railveyor. com, 2017

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Out and About

Big crowd at ARA Light Rail

PHOTOGRAPHTY: MARIAM JOHARI, PHOTOGRAPHEDWITHLOVE.COM

The Australasian Railway Association held a well-attended light rail event in March.

The two-day event, at Sydney's Sofitel Wentworth, hosted close to 200 delegates and speakers.

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PHOTOGRAPHTY: MARIAM JOHARI, PHOTOGRAPHEDWITHLOVE.COM

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LIGHT RAIL

Light rail the obvious choice for more and more cities: Broad

Australia’s light rail boom is not a coincidence; ARA boss Danny Broad says it’s more like common sense. David Loneragan reports.

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and patronised corridor in the world” when it opens in 2019.

“State and federal governments, urban planners and transport providers are seeing the big picture and are investing in multi-modal networks that provide city populations with options,” Broad said.

“For many years the car has been king; this is shifting.”

According to Broad, the recent investment into light rail and other transport systems could be capitalised upon complementary measures that would encourage a shift from motor vehicle usage towards public transport.

“The ARA has proposed to the Australian government that it amends the Fringe Benefits Tax Assessment Act, so that employers can offer employees salary sacrifice public transport tickets,” he said.

“Currently, motor vehicles, their operating and parking costs, can be paid in pre-tax dollars; this effectively encourages Australians

Above: Broad at the Light Rail 2018 conference in Sydney

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The Inner West Light Rail line has reported 60% patronage growth since 2015.

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PHOTOGRAPHTY: ARA / INFORMA AUSTRALIA

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USTRALASIAN RAILWAY ASSOCIATION boss Danny Broad says more cities are seeing light rail as a path towards a coherent and sustainable development framework.

Broad, speaking at the ARA’s Light Rail 2018 conference in Sydney, said cities experiencing rapid growth were seeking a solution for transport, to help move away from “the inherent limitations of an automobile-based mobility system”.

The ARA boss described the light rail “renaissance” seen around the world in recent decades: 120 new light rail systems opened globally between 1985 and 2015, and more than 13.5 billion light rail journeys occur every year, representing 3% of passenger journeys.

In Sydney, the Inner West Light Rail line has reported 60% patronage growth since 2015, and Broad believes that, following this success, the new CBD and South East light rail line had the potential to become the “most popular

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LIGHT RAIL

Light Rail in Australasia today

Gold Coast Perth Adelaide

Parramatta

Auckland

Newcastle Sydney Canberra

Melbourne Hobart Top: A slide from Broad’s presentation: Cities with operational, under construction or proposed light rail networks.

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Broad used his speech to call on governments to focus on long-term, co-ordinated planning to ensure infrastructure building supports Australia’s growing population.

PHOTOGRAPHTY: ARA / INFORMA AUSTRALIA

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to continue travelling by car. The United States, Canada and Ireland each operate public transport salary sacrifice schemes as a tool to encourage greater use of public transport.

“Overseas experience indicates initial takeup will range between 10 and 20%, and that offering salary sacrifice public transport tickets could expect to entice an additional 59.3 million new journeys on public transport.”

The tickets scheme, he said, would cost the federal government $163 million in lost taxation revenue. However, the additional journeys contributed would supply additional ticketing revenue for public transport operators, with the benefits of 60 million transport journeys “far outweighing those costs”.

He rounded-up his speech by expressing the ARA’s support for the recently released Infrastructure Australia Future Cities report recently released, especially its recommendations for federal government to increase investment in public transport infrastructure in cities experiencing significant population growth, to introduce national heavy and light vehicle road charging regimes within 10 years as part of a broader demand management strategy, and to encourage state and territory governments to focus and prioritise efforts towards achieving full accessibility compliance across public transport networks in Australia’s largest cities within defined timeframes.

Dealing with Canberra’s revolving door

Broad also used his speech to call on the Turnbull Government to ensure planning decisions are not affected in the long-term by the series of ministerial changes which have taken place for transport in recent months.

Broad told the audience the “biggest challenge” in developing transport solutions for growing cities was securing long-term collaboration between federal and state governments for long-term planning so that

and vital transport corridors can be “lockedaway” for future major projects.

But he indicated this sort of long-term collaboration was made more difficult by “all the political changes and elections that we see happening over and over again,” along with transport ministerial changeovers.

As recently as December, Darren Chester was the federal minister for transport. He was replaced on December 20 by his then-partyleader, Barnaby Joyce, who stepped down in late February to be replaced by new Nationals leader Michael McCormack.

“As each minister changes, he brings in a new team to work for him,” Broad told the Sydney crowd.

“For example, when we went from Darren Chester, who had a team we worked very closely with, and Barnaby Joyce came on-board, Barnaby brought a totally new team.

“And, of course, [in February] we had a change again, and we’ve got Minister McCormack in there now.”

Broad said for an industry body like the ARA, changeover in the minister’s office means “we have to start again, and work with the new team to influence the minister, and try to achieve the outcomes the rail industry is looking for”.

“In the last few days I’ve been corresponding with Barnaby’s former team, and their position is ‘Danny, we’re helping the new minister, but we don’t know if we have a job in a few weeks’ time.’ So that just gives you an idea of what we try to deal with in Canberra when all these changes happen.”

Long term focus Broad said governments should focus on long-term, co-ordinated planning to ensure infrastructure building supports Australia’s growing population.

“That’s one of the major things we need to keep pushing: for the federal government to work with the state governments. We’ve seen a lot more of that since the change in prime minister – there is an interest from the federal government to work with the state governments to look at that long-term planning. And the states, to be fair, are doing a lot more long-term planning than they have in the past,” Broad said.

The ARA boss related that former federal transport minister Darren Chester, in particular, had made strong efforts in this area, and that Western Australia’s transport minister Rita Saffioti benefitted from also being the minister of planning and lands. “[Saffioti] can get all of the heads of department underneath her and say, ‘work together’, whereas that’s not always the case elsewhere,” he said.

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LIGHT RAIL

Canberra Metro moving forward with driver recruitment, training plan With construction work on the first stage of Canberra’s light rail network well underway, and the first of the light rail vehicles on site, significant effort is now going into recruiting drivers.

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ILO FRANZ, CANBERRA METRO’S general manager for operations, has nearly 30 years’ experience working in various public transport roles. Franz, from Hamburg in Germany, undertook tertiary studies in transportation at Dresden University and in fact still holds a licence to drive trams from his time as a student.

“It was a way of meeting my expenses as a student,” he said, “but it’s something that has stayed with me. My career has always been about light rail. I’ve been able to travel around the world working in the industry, including on the light rail lines in Sydney and on the Gold Coast.”

Franz has now made the move to Canberra.

“My job here is to establish the operational systems for Canberra Metro,” he said.

“We don’t want to be just another operator; we want to offer more to the Canberra community. Mobility can only be as good as how the system is integrated into the city and its environment. If the light rail network is to grow across the city, it will need to add value in other ways, through advancing Canberra’s standing as a leader in sustainability and innovation.”

Franz describes the Canberra Metro team as “small,” but “ambitious and committed”.

Another member of that team is the senior driver trainer, Darryl MacGraw, who has been working in the public transport sector for almost 35 years.

“I worked originally in heavy machinery workshops, but then as a long distance driver and on educational tour coaches, actually with Murrays, the Canberra operator,” MacGraw explained.

He went from coach operations to Sydney Light Rail in 1998.

“I was lucky enough to work in vehicle commissioning roles on new routes to Lilyfield and then to Dulwich Hill in Sydney,” he said.

“I was the main commissioning driver, passing the knowledge onto other drivers as they came on. I also spent some time as a trainer in Western Australia but I knew about the light rail project in Canberra and was keen to get back.

“When this opportunity came I was lucky to get it. I enjoy passing on what I learn to others.

I get a big buzz out of seeing people I’ve trained go out and run the operation.”

MacGraw’s first task is working on the commissioning of the new LRVs.

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“They have to be put through their paces in the local environment before they’re commissioned for operations’” he said, “We have to make sure the vehicles meet their specifications. But as well as testing the vehicles, we have to test the new track.”

Franz expects many of the 30-strong driver workforce MacGraw will train to be recruited locally from Canberra.

“We’ve already received expressions of interest from people working on other Australian light rail operations,” Franz said. “But we will have an emphasis on employing local people as drivers and maintenance staff.

“We are very aware of our role as part of the Canberra community. Part of our legacy is to provide training and employment for local people from diverse backgrounds.

“We also understand that Canberrans have a keen interest in issues around sustainability. We want to make best use of the infrastructure. We want Canberrans to understand that is our aim.”

Above: Canberra Metro is bringing the first light rail operations to the nation’s capital.

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We will have an emphasis on employing local people as drivers and maintenance staff.

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Infrastructure Report) LIGHT RAIL

Parra Light Rail progressed with review of environmental submissions February 2018

Feedback on the environmental impact statement (EIS) for stage one of the proposed Parramatta light rail project has been reviewed by Transport for NSW, with the authority making several changes to the project in response, David Loneragan reports.

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HE EIS FOR THE FUTURE LIGHT RAIL line in Sydney’s west was released for public display between August 23 and October 23 last year, during which time government agencies, stakeholders, and members of the community were able to make submissions to NSW’s Department of Planning and Environment.

The proposed light rail corridor – expected to open in 2023 – is to connect Westmead and Carlingford via Parramatta CBD and Camellia with a 12km two-way track, with both on-street and dedicated corridor alignment.

The road network will be altered to accommodate the project, while sections of the existing T6 Carlingford Line heavy rail corridor and Sandown Line for will be converted for use as dedicated light rail corridors.

Interchanges with existing rail and bus facilities will be constructed at Westmead, Parramatta CBD, and Carlingford, while a stabling and maintenance facility has been

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proposed for Camellia.

A total of 156 submissions were received during the EIS display period – 15 from government agencies and other key stakeholders, and 141 from the community (including businesses and special interest groups).

TfNSW’s review of those submissions, released on February 20, indicates that among the issues most frequently raised were around traffic transport and access, project design (including project alternatives), and concerns about socio-economic and business impacts, and the project’s heritage, environmental impacts, including concerns about noise, vibration and dust during construction.

Close to a dozen changes made According to the report, 11 design changes have been made to the Parramatta light rail project in response to the submissions and further design investigations have been carried out. continued on next page >

ABOVE: Parramatta Light Rail is currently designed as a 12-kilometre, two-way tramway. Graphic: Transport for NSW

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Interchanges with existing rail and bus facilities will be constructed at Westmead, Parramatta CBD, and Carlingford.

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LIGHT RAIL LEFT: Overview of the project as presented in the Environmental Impact Statement

“

Changes include alteration of road networks (to improve traffic flow in the broader network during construction and during the future operation of the light rail line), the reallocation of the proposed Prince Alfred Square stop (to reduce impact of the project on Alfred Square park), changes to the design of the Dundas stop to improve its integration with existing heritage structures, and the provision of better pedestrian and cyclist connection points for stops.

Following consultation with Sydney Trains, TfNSW has decided that the decommission the Carlingford Line will include the removal of the existing overhead rail systems and a section of the tracks within the existing Carlingford Line corridor between the proposed Camellia stop and Parramatta Road, and that, following the completion of works, the section will be

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returned to RailCorp. This change, the report indicates, has been made to improve worker safety during the project’s construction phase.

Other changes, or “clarifications”, include some reductions in the number of partial or whole property acquisitions required for the construction of the project.

The Department of Planning and Environment will now review the report compiled by TfNSW and produce a draft assessment, which may possibly include recommendations on approval conditions.

Following this, the state’s planning minister will determine whether the project is to be granted approval. Upon approval by the minister, TfNSW will continue consultation with community members, government agencies and stakeholders during further stages of the project.

The section will be returned to RailCorp.

This change, the report indicates, has been made to improve worker safety during the project’s construction phase.

”

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The Australasian

Rail Directory

2018

The Australasian Rail Directory is a comprehensive, all encompassing rail services directory, available both online and as a traditional hardcopy publication.

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Free Directory Listing

All in all, The Australasian Rail Directory offers advertisers not only a prime platform to advertise their products and services, but also offers access to a blue-chip subscriber base of leading decision makers, purchasers and product users throughout the entire Australasian rail industry.

To ensure that The Australasian Rail Directory is completely comprehensive, we offer all businesses who operate or trade in the Australasian rail sector a free listing in the directory.

To discuss the advertising opportunities available, please contact Daniel Macias on 0427 270 774 or email: daniel.macias@mohimedia.com

To list your business, or to check/amend an existing listing, please contact Margaret Shannon on +61 (0) 2 9996 8086 or email margaret.shannon@mohimedia.com. Premium listing opportunities are also available.

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The Australasian

Rail Directory

The Australasian

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2017

2016

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To order your 2018 print edition for $298.00, visit www.raildirectory.com.au

Published by Rail Express and endorsed by The Australasian Railway Association

2015

PASSENGER RAIL

Calls for national reform to city transport planning With close to 65% of Australians living in its five largest cities, the Federal Government’s independent advisory body has suggested take a more direct and planned approach in forging the future of urban environments around the country.

The structure mooted in IA’s report would include a hierarchy of three incentive types: 1

National Partnership and Project Agreements, which would make project funding contingent on meeting specified outcomes across the project lifecycle and demonstrated economic benefit.

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“Australia needs to start setting national objectives that allow our cities to realise their full potential and remain globally competitive,” Infrastructure Australia boss Philip Davies said.

“The Australian Government is right to think that investment shouldn't just come in the form of give and forget grants.

We need to introduce more structure and accountability by tying funding for our cities to clear national performance outcomes.”

“Australia's cities are the powerhouses of our economy and they need to be a national priority of government,” Davies continued.

“Asia's global middle class as well as our own rapidly growing population will unlock new economic frontiers for Australia, but we need to position our cities to take advantage of this historic opportunity.

“That is why we are recommending

2

City Deals, which apply a series of locally and nationally informed objectives to a city or part of a city, and make infrastructure payments for the area contingent on meeting those objectives.

3

Infrastructure Reform Incentives, which would provide additional infrastructure funding above existing allocation in return for the delivery of policy and regulatory reform focused on improving the productivity, liveability and affordability of Australian cities.

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PHOTOGRAPHTY: RAILGALLERY.COM.AU, TARAS VYSHNYA

I

NFRASTRUCTURE AUSTRALIA HAS called on the Turnbull Government to take a greater leadership role to ensure cities remain globally competitive between now and 2031, when they are expected to house 11.8 million more people than they do today.

The advisory body’s Future Cities paper, tabled February 23, sets out 9 findings and 15 recommendations to help the Federal Government establish “a framework of incentives” to boost productivity, liveability and affordability in Australia’s cities.

Almost all the findings and recommendations relate directly to the growth and development of transport networks.

The paper says with greater national leadership, the opportunity exists to structure infrastructure funding in a way that incentivises the delivery of ‘nationshaping’ reforms.

PHOTOGRAPHTY: RAILGALLERY.COM.AU, TARAS VYSHNYA

PASSENGER RAIL that the Australian Government establish a consistent framework of incentives to drive the delivery of national benefits within our cities at the project, place and reform level.”

The paper was launched at a conference in Melbourne attended by federal cities and urban infrastructure minister Paul Fletcher, who said the paper highlighted for him the importance to all three levels of government – federal, state and local – of developing a cities policy.

“Cities policy is a priority for the Turnbull Government,” the minister told the conference. “We have been using City Deals as a critical policy tool. These are typically tripartite agreements between the federal government, the relevant state government and local governments.

“In a city deal all three levels of government commit to a set of shared objectives – and a range of actions to be taken by all three levels of government towards meeting those objectives.”

City Deals are signed for Launceston and Townsville, and Fletcher says the Government is “well advanced” on getting a deal signed for Western Sydney. Next on the slate are deals for Darwin, Hobart and Geelong.

Fletcher said another key takeaway from the report for him was reinforcing the importance of transport networks to a city’s success.

“Transport decisions do not just affect the shape of our cities,” he said, “they also have a powerful impact on whether our cities function effectively. If people can get to and from work more quickly, if tradespeople and delivery drivers can get more trips done in a day, if it is easier to get the kids to sport on a weekend – that has efficiency, productivity and lifestyle benefits.”

He said the Turnbull Government has made an effort to maintain a strong pipeline of investment in urban rail, including $490 million for the Forrestfield-Airport Link in Perth, $42.8 million for Adelaide’s Flinders Link, $1.7 billion for Sydney Metro City & Southwest, $73.8 million for Parramatta Light Rail and $67.1 million for Canberra’s Capital Metro.

“We are working with state governments to develop urban rail plans for Australia’s five largest cities,” he added, “including their surrounding regional areas.”

For shadow transport minister Anthony Albanese, however, the Infrastructure Australia paper simply highlights the Coalition’s failings on public transport.

“As soon as the Federal Coalition Government took office it refused to work with states to invest in public transport and withdrew funding for all urban rail projects except those that were already under construction,” Albanese said.

“Since then, the Coalition has refused to back critical public transport projects

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207_Infrastructure.indd 61

Above: Peak hour traffic in Sydney.

Left: The evening rush on the Melbourne Metro.

“

People are already stuck in traffic, paying exorbitant and rising tolls, while our cities are clogged with traffic and choked with air pollution.

”

including the Melbourne Metro, Brisbane’s Cross River Rail, the Western Sydney Rail and the AdeLINK light rail project in Adelaide.

“After nearly five years of drift under the Coalition, it is time for a policy shift to tackle the traffic congestion that is acting as a handbrake on economic growth and eroding the quality of life of the four out of five Australians who live in cities.”

Greens senator and transport spokesperson Janet Rice said the clear message from the report was more needs to be done for public transport around the country.

“Successive Liberal and Labor governments have failed to invest adequately in integrated public transport that will move people quickly and affordably, and keep up with the pace of our growing cities,” Rice said.

“People are already stuck in traffic, paying exorbitant and rising tolls, while our cities are clogged with traffic and choked with air pollution.

“We’ve seen successive governments sell off public assets, privatise our transport system and allow companies like big private toll road operator Transurban to build expensive and enormous toll roads that line their own pockets and induce even more traffic onto our roads.

“This report demonstrates what the Greens have been saying for years and years – we need more investment in public and active transport, not more toll roads.”

RAIL EXPRESS | ISSUE 2 2018

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FREIGHT RAIL

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ISSUE 2 2018 | RAIL EXPRESS

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Aurizon annoys miners over Central Queensland rail access Miners are unhappy with Aurizon after it said maintenance cutbacks will cut 20 million tonnes of annual capacity on Central Queensland’s coal railways.

T

PHOTOGRAPHTY: RAILGALLERY.COM.AU

HE RAIL OPERATOR IN February announced a $281.5 million profit in the first half of FY18, up $95.7 million.

But chief executive Andrew Harding was more concerned with a recent determination by the Queensland Competition Authority.

The QCA sets the maximum amount of revenue Aurizon can earn through the operation of the Central Queensland Coal Network, to prevent the operator from taking unfair advantage of its monopoly status when it sells network access to coal exporters.

The latest draft access undertaking, handed down last December, capped the revenue Aurizon can earn from CQCN at $3.9 billion from the start of FY17, to the end of FY21.

That maximum allowable revenue figure – which will take effect retrospectively from July 1, 2017 – is $1 billion lower than the figure Aurizon believes it should be allowed to earn over the five-year stretch, translating to a difference of $200 million a year in revenue.

Harding said Aurizon was set to make a detailed response to the QCA’s draft by March 12, and a final decision is expected later this year.

But the rail boss announced the operator will be forced to pre-empt the QCA’s “extremely disappointing” access deal immediately, by cutting back

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on maintenance spending, a measure he says will severely impact network capacity.

“Our detailed review has confirmed that the draft decision contains fundamental errors and flawed logic,” Harding said in the company’s half-yearly report.

“Unfortunately, Aurizon cannot wait for the QCA final decision to implement changes given the significant commercial impacts which, under the QCA process, are retrospective to 1 July 2017.”

When the QCA released its draft decision last December, it suggested Aurizon spend less on maintenance than it has in the past.

Aurizon has argued the combined CQCN assets will be worth $1 billion more under the new access undertaking than they were under the previous deal, an increase of 20%. The operator also forecasts there will be a 15% increase in coal moved under the new deal.

“The draft decision reflects a clear approach by the QCA to drive maintenance to the lowest possible cost regardless of the impact on the supply chain and the consequential reduction in volumes,” Harding said.

In the past, Harding said, Aurizon has varied maintenance work times and scope to meet customers’ requirements, allowing trains to pass during the work schedule, thus maximising network capacity.

“Going forward, Aurizon will prioritise lowest-cost maintenance over flexibility (with no trains passing), a process advocated by the QCA and its consultants.

“Flexibility maximises the throughput of coal services for customers, however the QCA’s draft decision states this is an inefficient maintenance practice.”

“

Aurizon has already downgraded its above rail coal volume outlook in FY18 to 210220 million tonnes, from prior guidance of 215-225 million tonnes

”

Harding continued: “This is not a decision we have made lightly given the impacts to Aurizon’s own business and to the Central Queensland coal supply chain, including miners, ports and rail operators and the flow-on effects to regional economies continued on next page >

RAIL EXPRESS | ISSUE 2 2018

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FREIGHT RAIL Maximum allowable revenue breakdowns for next CQCN access undertaking

Queensland Competition Authority’s draft decision

• ASX-listed rail operator Aurizon is responsible for the administration of the Central Queensland Coal Network (CQCN).

Aurizon’s calculations

$1,592m

• Aurizon provides access to the CQCN to the coal mining and export industry, in exchange for access payments, as part of its Aurizon Network business.

Return on Capital

• Aurizon is bound by the terms of an access undertaking designed to limit its market power, given its monopoly control of the rail network.

Depreciation (less inflation)

• The terms of the undertaking are set by the Queensalnd Competition Authority (QCA).

$1,289m

$1,141m $899m

• The QCA is currently developing the CQCN’s fifth access undertaking, known as UT5.

• The sides are $1 billion apart on the maximum allowable revenue figure - the most crucial figure towards determining how Aurizon will operate the CQCN between now and FY21.

Operating costs

$817m

$743m $855m

• UT5, a five-year contract, will take effect retrospectively from July 1, 2017, once the QCA announces its final decision later this year.

Tax net imputation credits

$140m $329m

1

WeightedCost Average Cost of Capital comparisons Weighted Average of Capital comparisons for other major infrastructure assets for other major infrastructure assets 1

AZJ Network*

AZJ Network*

Water NSW - Murray5.41% Darling Basin

Water NSW - Murray Darling Basin

ElecraNet

ElecraNet 5.50%

$921m

5.41%

5.50%

DBCT 5.75%

Dampier to Bunbury Natural Gas Pipeline DBCT

5.82%

• One key point of difference • One key point of difference contributing to the maximum contributing to the maximum allowable revenue dispute is allowable revenue dispute is the calculation of a Weighted the calculation of aofWeighted Average Cost Capital.

Average Cost of Capital.

• The WACC figure is based on

5.75% 5.82% 5.83%

AusNet Gas Services Dampier to Bunbury Natural Gas Pipeline 5.94% 5.83% Powerlink 6.00% AusNet Gas Services 5.94% SEQ Water 6.12% Powerlink 6.00% Water Corp, Aqwest & Busselton Water 6.21% SEQ Water ARTC 6.12% 6.30% Water Corp, Aqwest & Busselton Water TransGrid 6.21% 6.50% SA Water ARTC 7.10% 6.30% Sydney Desalination Plant TransGrid 7.20% 6.50% Water NSW - Coastal Valleys 7.20% SA Water 7.10% NSW Rail 7.70% Sydney Desalination Plant 7.20% Arc Infrastructure 8.06% Water NSW - Coastal Valleys Pilbara Railway 7.20% 10.58% NSW Rail 1. Nominal vanilla post tax WACC 7.70% * WACC as determined in the UT5 Draft Decision Arc Infrastructure 8.06% Source: Aurizon Pilbara Railway 10.58%

how much it will cost Aurizon • The WACC figure is based on to source the capital it needs how much it will cost Aurizon to operate the CQCN, to source the capital it needs throughout the life of UT5. to operate the CQCN, • The lower the of WACC, throughout the life UT5.the

lower the maximum allowable

revenue.

• The lower the WACC, the lower• the maximum allowable Aurizon has highlighted a revenue. number of comparable infrastructure agreements, which

allhas calculate a higheraWACC • Aurizon highlighted than the one the QAC has number of comparable infraincluded in its draftwhich decision. structure agreements, all calculate a higher WACC than the one the QAC has included in its draft decision.

and government royalties.

“However, Aurizon has little choice given the significant financial impact and the retrospectivity of the QCA process.”

Aurizon has already downgraded its above rail coal volume outlook in FY18 to 210-220 million tonnes, from prior guidance of 215-225 million tonnes.

Queensland Resources Council boss Ian Macfarlane slammed Aurizon’s decision, saying the mining sector was “extremely disappointed”.

“By its own estimates, for the sake of $25 million in its maintenance allowance, the decision by Aurizon to move away from a flexible maintenance system to an inflexible system, would cost Queensland 20 million tonnes of coal exports per year,” Macfarlane said.

“This latest announcement shows Aurizon is willing to use its power as the monopoly operator of the network and further highlights why the regulatory process needs to be followed to maintain a level playing field.”

Macfarlane asked Aurizon to take

1. Nominal vanilla post tax WACC * WACC as determined in the UT5 Draft Decision

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ISSUE 2 2018 | RAIL EXPRESS

Source: Aurizon

www.railexpress.com.au

15/03/2018 3:21:42 PM

PHOTOGRAPHTY: RAILGALLERY.COM.AU

Maintenance costs

• QCA and Aurizon differ significantly on the key terms of UT5.

PHOTOGRAPHTY: RAILGALLERY.COM.AU

a step back, and to follow the regulatory process through before making any drastic decisions.

But speaking to the press after the half-year results presentation, Harding said he doubted the QCA would change its position in any meaningful way, between its draft decision and a final announcement.

“The draft decision; it’s not a thought bubble. It’s not some guys that get together in a pub, after work, and draw up a way of working on a beer coaster,” he said.

“If you look at the history of the difference between QCA draft decisions, and final decisions, irrespective of submissions made by anyone, the difference is minimal. It’s trivial. “[The draft decision is] something that’s actually taken many, many months to deliberate on. They’ve spent millions of dollars – I’ve seen the invoices – developing their position. We took them, and we gave them tours of the operation, and explanations in great detail of what’s going on. And the customers make submissions in great detail, also.

“The end result of this vast and expensive deliberation is the draft

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“

This latest announcement shows Aurizon is willing to use its power as the monopoly operator of the network

”

decision. The draft decision is applied retrospectively. I’m already most of the way through the first year of this decision being impacted, and it costing us a great deal of money. So we have to act very quickly to position ourselves with the draft decision.”

One key figure disputed by Aurizon is the QCA’s calculation of Aurizon’s financial risk in operating the CQCN, defined via the weighted average cost of capital (WACC).

The final WACC figure under the previous undertaking was 7.17%.

Aurizon proposed 6.78% for UT5, but the QCA has come back with a draft proposal of just 5.41%.

Aurizon pointed out the QCA’s proposed figure is below the Australian Competition and Consumer Commission’s recent recommendation of 6.3% for the Hunter Valley Coal Network, “an almost identical asset serving Australia’s coal industry, but which Hunter Valley customers have stated has lower risks than the CQCN”.

The proposed WACC is also below the 6.12% granted to governmentcontinued on next page >

RAIL EXPRESS | ISSUE 2 2018

65

15/03/2018 3:21:46 PM

“

Aurizon’s 52% net profit growth in the first half was largely aided by the absence of one-off items

”

owned SEQWater by QCA in December 2017, implying, in Aurizon’s words “that Aurizon has almost the lowest risk of any regulated asset in Australia”.

“Aurizon finds it implausible that the QCA could regard the risk profile of the CQCN equivalent to or lower than the risk profiles applied by other regulators to monopoly utilities and gas pipelines where customer and asset stranding risks are significantly lower,” the rail operator argued.

“When compared to decisions of other national regulators the inconsistency becomes even more stark.”

Queensland’s competition authority wasn’t the only one

targeted in Aurizon’s half-year presentation: the operator is facing issues with the ACCC’s approval to sell its Acacia Ridge Freight Terminal, south of Brisbane, to competitor Pacific National.

Aurizon announced last year it would shut its Interstate Intermodal business, and sell its Queensland Intermodal business to a pairing of Pacific National and Linfox.

But the Australian Competition and Consumer Commission has delayed its decision on the deal, asking both sides for more information.

Harding said jobs would be lost if the deal falls through.

“If we are not able to gain ACCC approval for the

transaction Aurizon will close the Queensland Intermodal business, as we have done with the Interstate business, potentially impacting 350 jobs,” he said.

Aurizon’s 52% net profit growth in the first half was largely aided by the absence of one-off items, which cost it $156 million in the first half of FY17. With one-off items removed, the company’s underlying profit was down 5% year-on-year.

The company handed down a dividend of 14 cents per share, up from 13.6 cents a share a year ago.

It maintained its previous FY18 guidance for EBIT in the range of $900 to $960 million.

PHOTOGRAPHTY: RAILGALLERY.COM.AU

FREIGHT RAIL

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206_Aurizon.indd 66

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