AusRAIL Day 2 Blog – Check out all the action here

Check out what happened at Day 2 of AusRAIL below! Updates were posted from the bottom of the page, upwards. All times are local to Adelaide.

4.30pm ARA chief executive Danny Broad brings the 2016 edition of the AusRAIL Conference & Exhibition to a formal close, and invites delegates to tonight’s Gala Dinner.


4.20pm Currie asks the panellists for a final idea or message when it comes to new technology.

Gelston says DPTI needs to continue to listen to its customers. “Focus needs to continue to shift away from moving metal boxes, to moving people,” he says.

Dudgeon says the industry needs to be nimble to adjust to future changes in technology. He notes how far mobile phones have come in the last decade, and speculates how far they may go in the next decade. As the technology changes, so too will customers’ desires.

Palmer says social media analysis could also be an interesting and useful avenue to push patronage in the future.

Lezala says technology should also be used to create “an open architecture for fares”. By using customer technology to track movements, he explains, we could in the future see train systems without barriers.

And Miller believes technology can be used to better direct the flow of commuters throughout the network, with the potential to use data processing to send passengers to the right carriage at the right time.


4.15pm Lezala says MTR is starting to exploit its ability to share information across its widespread international businesses. “Knowledge sharing and resource sharing is an opportunity,” he says.

Collins says connectivity remains an issue on his network, which has 14 kilometres of track where no phone signal can be found. “If you can do it in a steel tube 36,000 feet up in the air over the Pacific Ocean, you should be able to do it on a train,” he says.


4.10pm Currie asks the panel what role government has to play. Collins believes government’s job is to ensure the technology systems are applicable across all modes to help create an efficient, multi-modal system.

But Lezala believes governments still aren’t sharing enough data to help operators and other rail businesses innovate.

Paul Gelston says South Australia’s DPTI has found getting an app to be as easy as sharing the transport network data with students who will create an app fit for purpose.

Miller says Downer struggles to turn its immense volumes of data into rich, “useable” datasets for its customers.


4.05pm Collins says younger rail professionals will help the industry understand how to best apply new technologies.

Michael Miller says Downer is trying to move out of the current “paradigm” of “doing everything yourself,” and is instead looking to the market more for new solutions to complex problems. “We’ve got to get practical outcomes for our customers,” he says, “and that’s not about spending piles and piles of money on our own R&D.”

Dudgeon says when a company like Bombardier needs external expertise, partnering with the right organisations can be crucial for a truly successful product delivery.


4.00pm Lezala thinks big data can help create detailed, tailored profiles for every passenger, to help deliver more services that people want. “We ought to be knowing [for example] that we’ve had 2000 people that have looked for a supermarket here,” he says. “We should put a supermarket here.”

Howard Collins says that on the Sydney Trains network, despite “record” timeliness figures, and data “flying everywhere”, people on platforms still don’t always know what is going on. But arming his staff with phones and smart tablets has allowed them to become better ambassadors for the rail network.

An unexpected side-effect of the smart devices is that lost property has become easier to report, record and track down.


3.55pm Andrew Dudgeon explains how rollingstock manufacturers have to work with operators and governments to give them what they need in an age of new technology. Air conditioning trams in Victoria, for example, are being upgraded based on customer feedback and real time data.

Andrew Lezala says Metro Trains has been developing apps to improve customer experience, as well as a social network for internal staff communication. Metro also has an app for visually impaired passengers. He says it has been important to ensure Metro’s frontline staff have access to information at least as fast as their customers do, so all have been provided with smart devices.

As for big data, Lezala says “we haven’t even scratched the surface yet”.


3.45pm The final session of the AusRAIL 2016 conference is underway, with a CEO Forum on technology, social media and big data.

Included on the panel are Sydney Trains chief executive Howard Collins, Metro Trains managing director Andrew Lezala, Bombardier Transportation managing director Andrew Dudgeon, Gold Coast Light Rail Keolis Downer CIO Adam Palmer, Downer Rail chief executive Michael Miller and South Australian Department of Planning, Transport and Infrastructure chief operating officer Paul Gelston. Professor Graham Currie from Monash University is facilitating the discussion.


3.15pm The conference breaks for Afternoon Tea.


3.05pm MTR has maintained a significant property portfolio throughout its integrated developments, providing it with an ongoing rental revenue that moves with inflation, just as its operational costs move with inflation. He says the property base also helps it more easily secure significant loan facilities, and make large investments to enhance passenger service.

He says in Hong Kong, the integrated property and railway development system has created a “win-win” result. The society wins through new developments and a world class metro system, the government wins by not taking on any risk or spending much money, and of course MTR wins by developing a major set of transport and property projects.


3.00pm Wong outlines a pair of models for the construction of infrastructure and surrounding development: one which is integrated, so the same authority is in charge of both projects, and another where the transport project is handled by one group, and surrounding developments are put out to separate tender.

While he says a decision should be made on a regional and case-by-case basis, Wong believes an integrated transport development model generally achieves better and more reliable results.


2.55pm Wong explains how MTR ascertains the rail funding gap before it considers how much land to develop around the infrastructure, thus ensuring enough value capture can take place to property fund the line, and deliver a profit to MTR.

He says the basic concept of value capture comes from the mutual value adding that occurs when train lines are built around developments. The rail line delivers more foot traffic to development centres, which in turn build up and create more volume on the rail line itself.


2.50pm MTR’s head of Australian business Terry Wong is now addressing the conference, to discuss MTR’s value capture model.

MTR earns just 14% of its profits from Hong Kong transport operations. While 5% more comes from its Mainland China and International operations, 21% of its profits come from property development, 28% from property rental and management, and 32% from commercial operations in and around stations.


2.45pm With four key packages of works providing for the Metro Tunnel construction, another contract to deliver the new trains, and additional works relating to level crossing removals on the existing lines, Tattersall says the management of various interfaces between each contract will be crucial.

The targeted completion date for the Metro Tunnel project is 2026.


2.40pm The Metro Tunnel will need to be built in three sections, in parallel. North of the CBD will be tunnels drilled with tunnel boring machines (TBMs), while road headers will be used to create the tunnels through the CBD, and TBMs will again be used south of the CBD. Tattersall says the sections must be built at the same time, as building them in order will take too long and the urgent need for capacity is too high.


2.35pm The High Capacity Metro Trains are to be launched as seven-car sets, but Tattersall says the stations will be built to allow for the trainsets to be extended to ten cars each, to prepare for future capacity increases.


2.30pm The ultimate plan for the Metro Tunnel is to facilitate the creation of a segregated metro network in Melbourne, with seven isolated lines. The tunnel’s route is expected to also relieve a significant load off the spine of the tram system through the CBD, as it will offer a faster journey for commuters looking to cross the city from north to south, or south to north.


2.25pm Melbourne’s Metro network is forecast to double in patronage by 2030. This issue is worsened, Tattersall says, by choke points at North Melbourne and Richmond, and a City Loop which is already “at capacity”. There are also pinch points on the tram network around and through the Melbourne CBD.


2.20pm Melbourne Metro Rail Authority chief executive Evan Tattersall follows Gellibrand, with a presentation detailing the challenges and drivers for the Melbourne Metro Tunnel project.


2.10pm He says there is “a good 12 to 18 months of design” to go into the complex station precincts in the CBD, where new train stations are to be built below ground level, and new buildings will be built above ground level, while both precincts will be “knitted together” at ground level.


2.05pm Sydney Metro’s full automation and platform screen doors means trains will be able to enter stations at a high velocity even during peak periods, reducing dwell time and improving train throughput metrics, Gellibrand notes. Sydney Metro will also have Australia’s first ever fully automated train yard facility.

Tracks are now being laid throughout the tunnel section of Sydney Metro Northwest, Gellibrand says.


2.00pm Sydney Metro is looking at optimising the customer experience not just on the line, but from door-to-door, origin to destination. Gellibrand says that means looking at the stations, the precincts around the stations, and how passengers travel to and from those precincts.


1.55pm Gellibrand says the Sydney Metro team is “confident” it is close to environmental approval for the tunnelling section of stage two of the project, Sydney Metro City & Southwest.

The Metro line will have a designed headway of 90 seconds and a targeted interval time between trains of 2 minutes at operational peak.

One of the key benefits of the line compared to other works in recent years in Sydney, is that it is a standalone line, which means service interruptions on other lines will not impact services on the Sydney Metro line, and vice versa.


1.50pm Sydney Metro deputy program director Tom Gellibrand opens the afternoon session with a presentation to provide an overview of the major metro project being developed in the NSW capital.


12.25pm The winner of the Young Rail Professionals Pitching Competition will be announced at the AusRAIL Gala Dinner. The session now breaks for Lunch.


12.15pm The final presentation comes from Arup economist Ben Mason. Mason is challenging the current standards used to appraise the economic value of a project. He says the current system’s reliance on a 7% discount rate, despite significantly lower interest rates, fails to leverage the current advantages in the economy, and disproportionately devalues returns over time. Having a high discount rate especially works against rail, he says, as rail projects tend to provide returns over a longer period of time than roads.


12.00pm Next up is Michelle Doolan, a civil engineer from Aurecon. Doolan says major project developers are too focused on showing the public the final product, sometimes years before they become a reality. Instead, she says project developers should promote the process, not just the product, and says virtual reality technology offers an opportunity for this to happen.


11.50am Metro Trains Melbourne graduate engineer James Donovan is the next presenter. He is pitching the use of sensors on the base of the rail head to monitor the passive sound wave recorded as a train approaches and passes a point in the railway. Donovan explains that a break in the rail would result in step change in the sound wave, while minor to significant sub-surface flaws would also impact the sound wave. The sound recorded would also change as lubrication quality changes. Analysis of these passive sound waves, he says, could save maintenance teams time and money, and could reduce risk of derailments.


11.40am Second to present is Jason Bridgman, from Sydney Trains’ operations and planning division. His idea is for an intelligent rail system that actively observes and learns how equipment is performing day to day, sending alerts when behaviours start changing. He believes a combination of rail monitoring, behaviour profiling and artificial intelligence can be used to diagnose likely issues, without the system being told what problems it is looking for in the first place.


11.30am First to present is Aurizon graduate engineer (electrical) Alexandra Baranski. Baranski’s pitch is for a greater partnership between the private sector and academia. Through collaboration, she says, emerging technologies can be more easily tested and proven. Her vision is for CBD light rail networks powered by renewable technologies, without “unsightly” catenaries.


11.25am Danny Broad opens the Young Rail Professionals Innovation Pitching Competition, which is taking part between five finalists selected from “a flood” of abstracts submitted in the lead-up to AusRAIL. Making up the judging panel are Office of the National Rail Safety Regulator chief executive Sue McCarrey, UGL executive general manager for rail and defence Alan Beacham, and Metro Trains Melbourne managing director Andrew Lezala.


11.15am Irwin asks if anyone does not agree with the idea of targeting a 50/50 gender share in rail, and nobody raises their hand. So with everyone in agreeance, he asks, are enough people actually doing what they should be doing to achieve these goals?

“We’ve got to be more bold,” he says, “we’ve got to be more aggressive, and we’ve got to have aspirational targets.” He points out that the newly-announced ARA Board has only one woman, saying “one is not enough.”


11.10am Lalande says the real change can come from the top. He says the industry is led by 50 to 100 key leaders, “many of these people are in this room today”. He encourages those listening to target 50/50 hiring of men and women within the next five years. “If we’re really genuine about that, I think we could make a huge difference,” he says.

McAuliffe says one key change is for employers to “open their eyes” in their recruitment processes. “Look at the hierarchy of men whose sons and grandsons worked for rail. We need their daughters and granddaughters to work for rail.”


11.05am Professor Wood says evidence shows flexible workers are more productive than traditional workers, and a mindset shift is needed before real progress can be made.

Eva Wood says the industry needs to make a statement to. “You actually need some bravery to say we are going to do this, and this is why,” she says. “There’s a fundamental perception of normality, and if you created a change in either the way in which you employ people … that can actually make a difference.”


11.00am McAuliffe says the ARTC’s efforts to get more women into its workforce have gone “incredibly well”. The ARTC attracted some criticism recently for advertising some new roles exclusively to women, but McAullife says the Corporation has persevered. She says unions have not worked in partnership with the ARTC well enough through the process.


10.55am Frauenfelder agrees the issue should be looked at more as aiming to achieve “diversity as a whole”. “Going forward, we need to keep focusing on diversity.” “It is really a cultural change.”

Professor Wood says research shows diversity carries some risks. Adding minority groups to a workforce can improve diversity and acceptance, he says, but it runs the risk of creating “fault lines,” when the majority group begins to feel threatened.


10.50am Jenny McAuliffe says the term ‘Women in Rail’ in Australia deserves a score of just three out of ten. “We still seem to be missing the mark,” she says, when it comes to recruiting more women into rail. She says women can be a real solution for the future shortage of skills being forecast by many. “We have young women between 18 and 45 that are ready and willing to take opportunities, but they don’t understand that they are there to be taken on.”

Rene Lalande agrees. “I don’t think we’re doing a good job … to attract young talent, especially women,” he says. “We have not done enough,” he says, “not enough flexibility … and on the retention front, we also don’t do a good enough job.”

Rowenna Walker adds that women are only part of the diversity equation. She says the more diverse the workforce becomes on more fronts than just gender, the better the sector will be.

Eva Wood says the industry is lucky to have a huge range of paths of entry, saying the barriers to getting more women in the workforce are in many places, “more perceived than real”. “Flexibility is actually essential,” she adds. “We need to look at flexibility for both men and women.”


10.45am Facilitator David Irwin encourages listeners to open themselves up to the thoughts that might come out of the conversation at the forum.


10.40am The second half of the morning conference session kicks off with a Forum on Women in Rail. Panellists are TrackSAFE Foundation executive director Naomi Frauenfelder, Aurecon global service leader for rail and mass transit Rowenna Walker, ARTC executive general manager for people Jenny McAuliffe, Jacobs transport group director of operations Eva Wood, Centre for Ethical Leadership director Professor Robert Wood, and Transdev Australia CEO Rene Lalande. The forum is being facilitated by Pacific National CEO David Irwin.


10.05am The session breaks for Morning Tea.


10.00am UTS has worked with Downer Rail and the Rail Manufacturing CRC on a complex dwell-time diagnostic tool, which uses sensors to create a 3D point cloud to highlight passengers and track their movements as they board and alight trains.

The aim of the research is to analyse standard behaviours, to potentially “spot, in real time, behaviour that may be obstructing egress of people throughout the system,” Dr Zeibots explains. The outcome of this could be to determine new ways to encourage passengers throughout the network so it can operate more efficiently.


9.55am Dr Zeibots moves on to the topic of Responsive Passenger Information Systems, which are aimed at tackling the disruption to rail operations created by passenger behaviour at major bottlenecks in the network.

The UTS centre is looking to use robotics concepts to create a new type of passenger information system. The system would use sensors and cognitive analysis to better inform passengers during peak hour to help them avoid over-crowded platforms or carriages.


9.50am Dr Zeibots talks about how new technology has created the standardised “Service Quality Loop”, which highlights the differences between a service provider’s view of a service, and a customer’s view, and how, over time, those two views should work in a loop to lift service quality.

“The perception that the customer has of what is needed, and what was actually delivered, is really what we need to be looking at,” she says.


9.45am Dr Michelle Zeibots, a transport research director from the UTS Transport Research Centre, is now talking about the centre, which was opened in May, and about some of the work being done in transport research.


9.40am Herbert moves on to another issue he sees as key: the cost of tendering. He advocates for a best practice regime to be established, and a register of companies’ key capabilities.

Another key issue he sees impacting the industry is an ongoing labour shortage in the sector. He says with a rapid increase in new transport and freight projects, there will likely soon be a significant labour shortage, which could lead to talent poaching and an unsustainable blowout in industry wages. He encourages training and education institutions to work to prevent this potential shortage.

“We will work with all stakeholders to achieve industry solutions,” he says. “With your support, we can achieve great things.”


9.38am The ARA chairman turns his attention to Inland Rail. “In the court of public opinion, the term Inland Rail is not necessarily understood,” he says. “It’s not just a direct link between Melbourne and Brisbane, it’s much more than that.” He highlights the feeder lines that will benefit from the inland route, and the communities that he says must be “heard loudly in Canberra”.

He says a precursor to Inland Rail “we need a fairer road-rail pricing regime”.


9.35am Herbert announces three scholarships for postgraduate work into level crossing safety, which TrackSAFE is administering in conjunction with CQUniversity.

He also addresses the new relationship between TrackSAFE and suicide intervention group Lifeline.


9.32am Herbert addresses debate over the ongoing local-content issue facing the sector, congratulating the recent commitment of 60% local content for the High Capacity Metro Trains being delivered to Melbourne by a Downer-led consortium. “Despite what the sceptics may say [the local content commitment] will be advantageous for the Australian economy,” he says.


9.30am Herbert says Infrastructure Australia and relevant state-level bodies, as well as some state governments, had responded well to the ARA’s ‘infrastructure pipeline’ concept. But Herbert encourages industry and government to bring all their work together for a nationally-recognised pipeline.

Herbert is looking forward to the upcoming infrastructure priority announcement from the Commonwealth, saying he hopes it will be a positive one for the ARA’s freight and passenger rail members.


9.25am ARA chairman Bob Herbert reiterates the message from Broad on Day 1: “The transitional stage of the ARA is complete,” he said. He goes over the newly-installed ARA Board, made up of the chairman (himself), Broad, eight general directors and four industry sector directors.

He pays tribute to the transitional Board which ended its duty upon the announcement of the new ARA Board.


9.15am Shadow infrastructure, regional development and cities minister Anthony Albanese addresses the conference via a video message from Canberra. He first pays tribute to former ARA chief executive, the late Bryan Nye, for the “critical” role he played during his career in the rail sector.

He then reflects on the advances made by the Labor Party while it was in power, and criticised the Coalition for cutting back on a number of projects, specifically urban rail projects.

He says light rail in Adelaide is a crucial project that could be rolled out at comparatively low cost.


9.10am ARA chief executive Danny Broad recaps Day 1 of the conference and exhibition, and welcomes delegates to the Plenary session of Day 2.

ARA members elect new board

A new 14-member board was named at the Australasian Railway Association’s Annual General Meeting on November 22.

ARA chairman Bob Herbert said the election of the new Board marks the completion of the significant transition ARA has made during the past 12 months. “I am delighted that ARA members have elected such a strong group of Directors to lead ARA over the next three years,” he said.

The incoming Board will meet early in 2017 to finalise its work program in accord with the ARA forward strategy endorsed by the AGM.

The ARA’s new constitution, which was part of its governance transition to move under the Corporations Act, initiated in 2015, provided for an ARA Board consisting of:

  • an independent chair
  • the ARA chief executive
  • eight sector directors nominated by members
  • four directors nominated by the ARA’s sector Executive Committees (passenger, freight, suppliers and contractors)

ARA chairman Bob Herbert was re-elected at the AGM, and chief executive Danny Broad formally took his place in the second seat at the ARA Board table.

The following eight rail leaders were voted in to represent the industry as ARA Board sector directors:

  • Alan Beacham, EGM Rail and Defence, UGL
  • Howard Collins OBE, Chief Executive, Sydney Trains
  • John Fullerton, CEO and MD, ARTC
  • David Irwin, CEO, Pacific National
  • Andrew Lezala, MD, Metro Trains Australia
  • Karl Mociak, EGM Strategy and International Business, John Holland Group
  • Greg Pauline, MD, Genesee and Wyoming Australia
  • Kevin Wright, COO, Queensland Rail

The following four individuals were appointed to the ARA Board as industry sector directors:

  • Representing the Passenger Transport Group: Emma Thomas, Director General, Transport Canberra and City Services
  • Representing the Freight Transport Group: Damien White, CEO, TasRail
  • Representing the Rail Industry Group: Michael Miller, CEO, Downer Rail
  • Representing the Rail Contractors Group: Julian Sharp, Project Director, CPB Contractors (AGM – LXRP Caulfield to Dandenong)
Delegates at AusRAIL PLUS 2015. Photo: RailGallery.com.au

AusRAIL Day 1: Check out the live blog here

The live blog for the morning Plenary sessions for Day 1 of AusRAIL has now ended. Check it out below. Updates are posted from the bottom of the page, upwards.

12.30pm The conference breaks for lunch, and technical streams will take place from 2pm.


12.20pm Larsen says there is serious potential in increased data collection, and other new technologies such as drones, to create new efficiencies in the maintenance space. “Increased infrastructure spend is not always the answer,” Cronin agrees.

Larsen also believes autonomous trains will become more prevalent in Australia’s bulk and freight networks. Pauline adds: “The technology is there, it’s tried, proven and tested. I’m sure we’ll see some of that disruption hitting the industry.”


12.15pm Fullerton says rail has always had a competitive advantage over alternatives when it comes to safety, and signalling and communications technology can extend that advantage. “From the ARTC’s point of view we are looking at ATMS to achieve those safety outcomes,” he says. “The real benefits of those technologies is to be able to move trains around the network more efficiently.” But, he adds, the technology opportunities extend further than just communication and signalling equipment, with opportunities existing also in wayside technologies, etc.

Pauline says GWA is also looking at a wide array of technologies, including advanced weather warning systems.


12.05pm Mick Cronin outlines the issues facing ports, including urban encroachment, and reducing bottlenecks to ensure continued growth. “We need good conversation and good planning policy now … to make sure we can protect now, for the future, the benefits places like Port Botany and others bring to the economy of New South Wales.”

Paul Larsen says Brookfield has also had to deal with the changing nature of both passenger and freight rail in Western Australia. “The [rail] corridors are being built right up, because local governments, and the policing of their planning processes has been very poor.”

John Fullerton says the development of more intermodal terminals is “the most important thing” for the future of freight rail around urban areas. He says the success of Inland Rail, also, will rely on good terminals.

And Greg Pauline says getting more freight from road to rail is “incredibly important,” and finding good strategic locations for terminals will be crucial to this.


12.00pm AusRAIL’s first panel session begins, with the focus of “Investment and innovation: How can we fast-forward change in the freight game”. It includes ARTC chief executive John Fullerton, Brookfield Rail boss Paul Larsen, Genesee & Wyoming managing director Greg Pauline and NSW Ports general manager strategy & commercial Mick Cronin, and is facilitated by WA Freight and Logistics Council chair Nicole Lockwood.


11.50am Anderson is not as positive about the prospects of road pricing as prior speakers, however. Asked about the “political reality” of such ideas, he says: “Our objective ought to be … to extract the economic benefits from lower transport costs, and to recognise that [Australia] reaps the benefits … of expanded economic activity. So I would temper conversations about user charges [for roads]. Taxes, by definition, reduce economic activity. Wherever possible, [the government] ought to be striving to build infrastructure at the lowest possible price and ensure it is accessed at the lowest possible price.”


11.45am “We need to build as quickly as we can the Melbourne to Brisbane Inland Rail,” Anderson adds. “I believe it is, and should be a national priority.” He says the industry needs to avoid “paralysis by analysis,” however, around the subject of finalising a detailed route for the project.


11.40am “Rail should be the highest priority for investment and reform, in my view, in coming years,” Anderson said, reflecting on the growing nature of Australian urbanisation.

Where ACRI comes in, he says, is to help Australia maintain a research advantage over international competition.

“If rail is to have any chance of reaching its potential … investment and careful investment is needed both in infrastructure and in innovation.”


11.30am Anderson says that, in many ways, he can “only agree” with Marion Terrill’s assertions about the challenges facing politicians and transport investment.

“We need to have a debate about how we debate,” he says. “There’s very little concern for analysis and evidence based decision making … We really do need to be much more level headed, [and] we need to learn again how to talk to one another, how to listen to one another …”

“Far too many decisions today are either influenced unwisely, or decided by either clap-o-meters or sneer-o-meters on Q&A  and not enough by evidence based analysis.”


11.25am The plenary session is now being addressed by former deputy prime minister John Anderson, the chairman of the Australian Centre for Rail Innovation (ACRI).


11.20am One of the most harmful symptoms of early project announcements, like those which plagued the most recent election cycle, is significant cost overruns when final project costs are compared to costs suggested in initial project announcements.

Terrill has a range of recommendations to fix these issues. These include having business cases tabled in Parliament before funding can be made, and even having standalone legislation for major projects, to encourage bipartisanship.


11.15am Terrill’s case is that Australian politicians too often make major investment decisions on transport projects in order to win elections, and not because those are the best projects to invest in.

She says investment has favoured country NSW and country Queensland over capital cities, despite the large proportion of people and GDP coming from cities.

Terrill is critical of the major parties (Greens, Labor, Coalition) who, in the 2016 election campaign, continually promised funding for projects which were not yet listed (via assessment) as priorities by Infrastructure Australia. She says 15%, by value, of the Coalition’s promises were supported by being on the Infrastructure Australia priority list, while just 3% of Labor’s promises, by value, were on the list, and 0% of the Greens’ promises were supported.


11.10am “We’re already a very urbanised country,” Terrill says. “And we’re becoming more so.” Even during the mining boom, she notes, the vast proportion of Australia’s GDP came from its cities. As goods have become cheaper and imports have grown, the demand for urban areas has been competitive.


11.00am Following the morning tea break, Grattan Institute transport program director Marion Terrill is explaining how investment should be prioritised to meet the growth of Australia’s cities.


10.25am Palazzolo launched GS1’s Australian Rail AIDC Guideline to help guide the sector through the “many many changes” that have to take place to achieve this goal, available here: https://www.gs1au.org/resources/forms/australian-rail-aidc-guideline-request/


10.20am The end-game for GS1 is to have every asset in the sector marked with barcode or similar marking that is unique to that object, and globally standardised, to allow everyone around the world to operate on a level playing field.

“This is not rocket science,” Palazzolo says, “this is really basic stuff.”


10.15am Palazzolo says GS1, an international non-profit, can provide a global standard that could provide the platform for efficiencies across the sector. She says the company is multi-sector so it is not dependent on a single industry, and is the most widely used supply chain standard used in the world, with more than 2 million user companies.


10.10am Maria Palazzolo, chief executive officer of barcode technology business GS1, says barcoding can be used to better control inventory and supply chain assets in the rail sector, significantly improving profitability.

“The reality is that current [asset management] practices are just really inefficient and very costly,” she says. Change in several European companies has been driven by regulation, but “in Australia we don’t have [barcoding] regulations … so the best approach is to self-regulate … [to] introduce technology to have best practices in place without having to incur regulation.”


10.05am Asked by a delegate about the role of rail in keeping supermarket prices in Cairns at the level they are in Brisbane, Brooks says: “We’re a heavy user of rail on the North Coast Corridor … Using rail plays a very important role in keeping the cost of our goods comparably similar [in price] to Brisbane [along that corridor].”


10.00am Brooks reflects on Woolworths’ transition to using more rail in its supply chain: “Through direct relationships we were able to work [with the industry] … unless we had that support, we would still be using road [on those routes] today.”

The next steps for Woolworths are finding new optimisation paths, investing in the intermodal space, and working further with the industry to improve its offering to customers.


9.50am Woolworths Group head of transport Chris Brooks says the “rail is an increasingly important mode” in the retail giant’s network. He believes a direct relationship with Freightlink and now Genesee & Wyoming has resulted in a lift to the level of service received.


9.45am Hart says a road pricing scheme is a necessity, as the current state of play is placing too much strain on the road network, and the nation’s roads can’t cope with the forecast freight task in future years.

He says the rail freight network needs to be well maintained to help it better compete with the road network, a factor which he says will help create “a steady growth story” in the railway maintenance sector. “There’s another big wave coming,” he says.

A key question that needs to be answered, though, is whether the Australasian rail industry is capable of handling this growth.


9.40am Public spending is currently replacing private spending to make up the bulk of activity in the rail sector over the next five years, and spending is shifting from remote areas to urban areas, Hart outlines.


9.35am Hart says recent significant growth in coal and iron ore markets is “probably not sustainable” to this extent, but should reflect a more positive overall outlook in those sectors, too.

Civil construction such as transport projects should help make up for long-term slowdowns in resource-related infrastructure construction and residential construction – Hart says we are likely at the peak of the residential construction cycle.


9.30am Businesses should take advantage of historically low interest rates now by setting themselves up for future construction peaks and troughs, Hart says.

He lists the potential key risks to rail on the domestic front: “Public investment does not recover as forecast due to either a lack of productive infrastructure projects, lack of consensus on how to fund them, or generally lower costs than expected seeing a lower value of work”.

But for the most part, Hart is very positive about rail’s outlook, even though, he jokes, “the United States is exiting the world”.


9.25am To open his Market Outlook presentation, BIS Shrapnel senior manager infrastructure & mining Adrian Hart says “this is a really exciting time for rail”. He says rail “has one of the strongest growth outlooks in the construction industry over the next five years”.


9.20am A video message is played from infrastructure and transport minister Darren Chester, who is unable to visit AusRAIL due to Parliamentary commitments in Canberra.


9.15am Broad says the ARA has made several key achievements during its recent transition. A key aspect of this is a soon-to-be-published future plan. Recent ARA leadership lunches have been well received, and Rail Safety Week and Rail R U OK? Day were both successful.


9:10am Australasian Railway Association chief executive Danny Broad opens the conference with an emotional tribute to his late predecessor, Bryan Nye OEM. “I’m sure that all our prayers are with his family and friends.”

Wi-Fi trial for new look Tilt Train

Passengers travelling between Rockhampton, the Wide Bay and Brisbane will enjoy a free WiFi trial on Queensland Rail’s refurbished Tilt Train.

The ‘new look’ Tilt Train re-entered service in mid-July, after undergoing a mechanical upgrade and internal refurbishment.

Queensland treasurer Curtis Pitt said the train’s ‘mid-life overhaul’ created an opportunity to enable Wi-Fi access on board, with the trial commencing this month.

“This is the first time we have offered Wi-Fi on the long distance Queensland Rail travel fleet and passengers will recognise a train offering the free Wi-Fi service via signage in the carriage,” Pitt said.

“We know our passengers on the Tilt Train enjoy having entertainment as they travel up and down the southern Queensland coast and introducing the free Wi-Fi trial increases their options.”

The service has a 200MB limit per passenger.

“We will still continue to show our usual on-board entertainment which includes a selection of TV shows and tourism-related programming as part of our support for boosting regional tourism,” Pitt added.

Transport Minister Stirling Hinchliffe said the Bundaberg and Rockhampton Tilt Trains were among the most popular in Queensland Rail’s long distance fleet.

“Last financial year, more than 180,000 people chose to take a journey from either Rockhampton or Bundaberg aboard the electric Tilt Train and the replacement diesel services,” Hinchliffe said.

Work to overhaul the Tilt Trains is being undertaken by Downer EDI in Maryborough.

Federal funding takes politics out of Cross River Rail: Trad

Queensland infrastructure minister Jackie Trad says $10 million in funding from the Federal Government to help plan Brisbane’s proposed Cross River Rail project was a sign the project has bipartisan support.

“We are taking the politics out of building Cross River Rail,” Trad said this week, after the Turnbull Government said it would contribute $10 million to progress planning and early works for the project.

“I’m delighted Malcolm Turnbull has come on board and agreed to partner with us moving forward,” Trad said.

“The cooperation of the Turnbull Government will help expedite the completion of the initial stages of Cross River Rail and is the next step towards fully funding this project.

“Cross River Rail is our highest priority infrastructure project which will fundamentally transform South East Queensland.

“This is a city-shaping project that will be a driver of new jobs, better housing and increased productivity.”

Turnbull said the funding would also support the establishment of the Cross River Rail Delivery Authority.

“This is an opportunity for the Commonwealth Government to work with the Queensland Government to ensure a long-term and integrated solution to reduce congestion in the CBD, improve public transport services and strengthen urban renewal and amenity opportunities offered by Cross River Rail,” Turnbull said in a joint statement with major projects minister Paul Fletcher.

“More work is required on how the Cross River Rail project will interact with other transport projects such as the proposed Brisbane Metro,” the PM explained.

“The Commonwealth Government encourages all levels of Government to work together to develop integrated transport solutions.”

Hills M2 toll road (owned by Transurban) Photo: Creative Commons / Sardaka

Politics key cause of $28 billion in transport overspending: Report

Premature announcements from politicians looking to win votes are the number one culprit for $28 billion in overspending on transport infrastructure in Australia over the past 15 years, according to a new report.

A report released this week by the Grattan Institute finds that Australian governments spent $28 billion more on road, rail and bridge projects than they initially told taxpayers they would spend, in the 15 years since 2001.

The report looked into all 836 projects undertaken by governments with a value of more than $20 million, and found cost blowouts accounted for roughly a quarter of overall spending on these projects.

Two road projects – WA’s Forrest Highway between Perth and Bunbury, and NSW’s Hunter Expressway – were singled out for costing more than five times, and nearly four times what politicians initially promised, respectively.

Report author Marion Terrill said premature announcements from over eagre politicians are “the biggest culprits” causing the cost overruns.

“While only 32% of projects were announced early, these projects accounted for 74% of the value of cost overruns over the past 15 years,” Terrill wrote on October 23.

“Cost overruns are rarely analysed from the first funding promise, yet once politicians announce a project, they and the public treat the announcement as a commitment, and two thirds of these projects end up being built.”

Terrill believes both sides of politics can share the blame for these errors, despite the fact that all main parties “have committed to sound planning of infrastructure, and to making decisions with broad social benefit”.

“Yet in practice,” Terrill wrote, “they continue to promise projects that Infrastructure Australia has not evaluated or has already found to be not worth building.”

She said the report was yet another example showing governments should not commit money to transport infrastructure before proper evaluation has taken place.

The report also recommends that governments should have to report to the public after a project is completed, revealing how it performed against the cost-benefit estimates which led to the original decision.

“Governments can also improve project assessment methodologies, collect and publish data that would enable cost estimators to learn from past experience, and not spend contingency funds on add-ons that are poor value for money,” Terrill said.

“At a time of declining private investment and historically low interest rates, when many politicians and commentators are calling for more transport infrastructure spending, cost overruns are a vital public policy issue.

“Transport infrastructure has great potential to ease traffic congestion and lift productivity, but without a curb on politicians’ premature promises, it will remain the bluntest of economic instruments.”

North Road level crossing in Ormond. Photo: Level Crossing Removal Authority

Victoria needs a big-picture transport plan that isn’t about winners and losers

COMMENT: Most enlightened governments have realised the focus on private cars at the expense of active and public transport is not viable. But, Crystal Legacy and Ian Woodcock write, big picture planning is needed to keep the right projects on track.


There has been no shortage of ideas about how to spend the A$9.7 billion the Victorian government will receive from selling a 50-year lease for the Port of Melbourne. While Premier Daniel Andrews lamented the Melbourne Metro rail project is already fully funded, the government was quick to announce its program of level-crossing removals would be fast-tracked.

Victoria’s major media outlets have also used this announcement to push for their favourite projects to be funded. These include a rail line to the airport, a second rail tunnel beneath the city, a new tollway in the northeastern suburbs, and even a revival of the zombie East West Link, which was dumped after the last state election.

No doubt, the proceeds from the port lease signal an exciting and productive period of transport infrastructure construction for the state. This is particularly so with Infrastructure Victoria’s 30-year Infrastructure Strategy due out by the end of the year. The release of the draft strategy for public comment until the end of October has further fuelled the debate over competing projects.

However, this strategy is not, and was never intended to be, an integrated land use and transport strategy. Instead it lists a pipeline of projects to meet Victoria’s short-, medium- and long-term infrastructure needs and priorities. It also calls for a congestion tax to ease the pressure on roads.

Infrastructure Victoria will provide guidance to governments, which must then determine what projects are of greatest “need”.

It is still not clear how this strategy will complement and be used in conjunction with the metropolitan strategy Plan Melbourne, which is being “refreshed”. There is no evidence that public consultations to support the development of these two plans have intersected.

Building without a plan?

Melbourne has had 11 metropolitan strategic land use plans since 1954, but has really only ever had one transport plan. The core elements of the 1969 Melbourne Transportation Plan have dominated and driven transport planning ever since.

The 1969 plan included a network of more than 500 kilometres of freeways, new and upgraded arterial roads, the City Loop rail system, new rail lines to Doncaster, Rowville and between Frankston and Dandenong, and 80 level-crossing removals.

The total budget was equivalent to about $30 billion in today’s money. Of this, 86% was devoted to roads – and three-quarters of that was earmarked for freeways.

The plan reflected the thinking of the time globally: cars had come to dominate planning ideology. Few of the rail projects – apart from the City Loop – were realised, while most of the freeways have been built and expanded numerous times. Even the Andrews government’s signature level-crossing removal project is 30 crossings short of the 1969 plan, leaving more than 100 still in place.

Much of the world has moved on since then. Most enlightened governments have realised the focus on private cars at the expense of active and public transport is not viable.

However, the car-based logic of Melbourne’s 1969 plan has been deeply implanted into Victorians’ collective consciousness. The Infrastructure Victoria citizen jury report showed interest in the “completion of existing roads and the existing freeway network”.

It is problematic to not think critically about what “completing the network” means when it is conceived only for private cars. It has long been known that building more and bigger roads cannot solve the congestion problems created by relying on cars to move people around.

It is a problem of spatial efficiency where cars cannot compete. All other modes of transport use space more efficiently and can be extended and upgraded to move millions more people without destroying the city.

The lack of a new strategic transport plan means there is a lack of coherent guidance on how Victoria might tackle its mobility challenges. The need is especially pressing in light of the contemporary environmental and social challenges of climate change and rising social inequality.

Without a new plan, there is no clarity about the values that should frame transport investments and priorities. Infrastructure Australia and Infrastructure Victoria must resort to evaluating “worthy projects” on a case-by-case basis of costs and benefits.

What’s missing is a transparent, coherent and rigorous framework that integrates future transport and land use to meet 21st-century goals of sustainability and social equity.

In the absence of a new plan, politicians focus on the election cycle to win a mandate for projects. The projects that win these “popularity contests” cannot be subjected to rigorous analysis until after the fact.

Today’s priorities for a transport plan

What would a contemporary transport plan need to do?

It would first acknowledge the importance of network connectivity to make the shift to the sustainable modes the 21st-century Australian city demands.

Road networks are the most well-connected and continuous surfaces in our cities, which is why most travel is by private car. To induce significant shifts to active and public transport, any new plan must recognise the massive deficits in networks for cyclists, pedestrians and public transport users, then seek to rectify the gaps.

Such a plan would highlight the network of networks necessary to meet these goals. It would tackle questions of sequencing, design, funding and financing options, and prioritisation of infrastructure needs. Who wins and who loses from a range of scenarios would form part of the process of planning.

These scenarios would allow fundamental questions to be raised. For example, with the creeping privatisation of roads and shifts to tolling instead of taxation, should everyday commuters be forced to subsidise transport projects for road freight corporations? Or should there be viable public transport alternatives?

Surely our transport markets should be competitive for the average user, rather than a monopoly that makes ever-larger numbers of Australians highly vulnerable.

For at least two decades, voters have called for better public transport. Australian cities need a new kind of plan. We need a plan that can survive the vicissitudes of electoral fortune and profit motives to secure an equitable and sustainable future.


The ConversationThe Conversation logo

Crystal Legacy is Australian Research Council (DECRA) Fellow and Vice Chancellor’s Research Fellow, Centre for Urban Research, School of Global, Urban and Social Studies, RMIT University and Ian Woodcock is Associate Lecturer, School of Global, Urban & Social Studies, RMIT University.

This article was originally published on The Conversation. Read the original article.

Australasian Rail Directory 2017 closing soon. Are you listed?

New and updated listings will soon close for the sixth annual addition of The Australasian Rail Directory, which will be released by Rail Express at AusRAIL in November. Is your company listed? Click here to check.

If you’re not listed, and you’d like to be, click here to place your free listing, or risk missing out for another year.

About The Australasian Rail Directory

Produced by the Australasian Railway Association and Informa, publisher of Rail Express, The Australasian Rail Directory is an industry-driven project to provide a complete overview of all the businesses involved in the Australian, Oceanic and Asian rail industries.

By linking all facets of the rail marketplace from tenders to manufacture, supply, repair, passenger services and everything in-between, The Australasian Rail Directory is an essential reference tool with a long shelf life for sourcing new contacts, and refreshing old ones.

Would you like to stand out with an upgraded listing?

Our 2017 edition will feature more than 1000 listings over 190 pages. To stand out we have several options such as logo listings, extended text, and multiple category listings – all provided at cost-effective rates.

Please contact Margaret.Shannon@informa.com.au for more information.

Limited display advertising positions also remain

The Australasian Rail Directory is circulated to all delegates of the Asia-Pacific’s most influential rail event, AusRAIL, and to the entire membership of the Australasian Railway Association.

Please contact Patrick.Roberts@informa.com.au for more information about advertising in this year’s edition.

M80 ring road. Photo: Creative Commons / MagpieShooter

Community politics crucial to success of transport planning: Study

A new study has highlighted the importance of community participation in controversial transport projects.

An RMIT Centre for Urban Research study entitled Is there a crisis of participatory planning? has investigated the transport planning process of the East West Link project, to challenge the idea that politics can be removed from infrastructure planning.

The report’s author, Dr Crystal Legacy, says the project’s eventual costly cancellation is evidence that politics can’t be removed from transport planning.

“In the case of the East-West Link, there was no political mandate to put this project as a top priority for Victorians,” she said.

“It appeared in Plan Melbourne with no public discussion.

“Yet this project became political and it formed part of the central platform for Daniel Andrews in the 2014 state election.

“Although Andrews was elected on a transport platform which included the West Gate Distributor, now in power, we have received an expanded version of what is now called the Western Distributor – an unsolicited proposal.”

Legacy is recommending a renewed focus on public debate and citizen engagement.

“A renewed focus will allow for greater scrutiny of the public benefits resulting from these projects, otherwise they will remain the focus of ongoing community conflict and lead to a lack of acceptance and cynicism,” she says.

Legacy’s report is based on interviews with 15 key protagonists from different community campaigns who opposed the controversial East West Link road project, as well as in-depth analysis of external resources including social media responses, policy documents and public hearings.

“The analysis of the East West Link case study also discusses how citizen’s participation may evolve with the political situation,” Legacy says.

“This leaves open the possibility to recognise and reshape the different ways citizens engage in transport planning, while challenging our own thinking on what participatory planning is for, and for who or what it is ultimately serving.”

Bryan Nye photo Informa

Nye driven by a passion for progress

On September 12, 2016, the Australian and New Zealand rail industry was deeply saddened to hear of the passing of former Australasian Railway Association chief executive officer, Bryan Nye OAM.

Nye worked tirelessly towards improving the rail industry, and its contribution in both Australia and New Zealand, throughout his time at the ARA, from 2003 until his retirement in April 2015.

Upon his retirement, Nye recalled how he and his staff had built what is now the industry’s peak body from the ground up.

“We had to build a credibility within the industry,” he told Rail Express in 2015.

“First, to establish that we were an actual industry, by getting people to work together. Getting them to work with each other, and to build up that relationship, in a way, was the first challenge.

“Once we got them to work together, we were able to start doing other things.

“When the industry can do things together – AusRAIL, courses, all these things – the outcome is great.”

Driven by a passion for national prosperity, Nye bound together the RTSA, the RTAA and the IRSE to form the industry collaboration which is still evident in AusRAIL. Nye and Rail Express publisher, Informa Australia, worked together from 2003 in growing AusRAIL, and other ARA events.

“Through these events he increased the ARA’s credibility within the industry and government and established the ARA as a powerful peak body,” Informa Australia managing director Spiro Anemogiannis said on Monday.

“Bryan was a powerful ally to the rail industry, and his passion for a better Australia and New Zealand was evident through his work.”

“Bryan’s passion and advocacy was inspiring,” AusRAIL conference manager Tina Karas added.

“Throughout our partnership, his industry leadership was reflected in the diversified focus of new and evolving events that highlighted the importance of rail’s role in the national agenda. He championed the sustainability, efficiency and safety of rail at every opportunity.

“On a personal note, all who worked with him will be grateful for his encouragement in championing the team’s individual talents.”

Bryan will be greatly missed by the Informa Australia staff. Our thoughts are with his wife Claudia, his two children, and his seven grandchildren.