Digital innovation with a customer focus

Rather than seeing digitialisation as an end in itself, rail projects are using signalling technology to answer pressing questions.

Driving the digital transformation of industry are four levers – digital data, connectivity, automation, and digital customer access – according to global consultancy Roland Berger.

In the rail industry, these levers are being pulled, however instead of being an end in itself, the move towards digital rail is an enabler of a host of other improvements to services.

These outcomes were on display at the Train Control and Management Systems summit, held in Sydney from February 19 to 21. While each individual project used its own combination of data, connectivity, automation, and digital customer access, the end outcome was driven by the industry need.

One of these projects is the Australian Rail Track Corporation’s (ARTC) Advanced Train Management System (ATMS). Although begun over a decade ago in 2008 with a proof of concept trial, as ARTC operation readiness manager – ATMS, Gary Evans described, the technology has been driven by its outcome and is nearing its first deployment in 2020.

“ATMS will bring improvements in our network rail capacity, operational flexibility, train service availability, transit times, and rail safety, and it will replace trackside signalling by providing precise locations of trains.”

While adopting virtual block authority management similar to other advanced train control systems, ATMS retains the trackside infrastructure.

“Trackside infrastructure is something ARTC does very well and the project monitors the environment, the occupancy of the points, so our system has track circuits over the switches,” said Evans.

Across the ARTC network of 8,500km of track, interlocking between sections of signalling and track will be centralised.

“It’s a high-fidelity track database, it’s rated to Safety Integrity Level (SIL) 3 and it enables virtual block authority management. The blocks within which the trains operate are usually a physical block and they are separated by signals, what we do with this system is that we can break it down into virtual, electronic blocks and currently, for the proof of concept we ran about 200m electronic blocks, the ones that we are using at the moment are 500m in length,” said Evans.

The new virtual block system will allow a granularity of control not previously possible.

“In terms of train operation, a train will go through a physical block today every 20 minutes. A train that will go through this same infrastructure will probably consume in the order of eight of these electronic blocks but as it is moving through it will report back at 15 second intervals,” said Evans.

“ATMS is rated for four minute headways for 1,800m trains travelling at 115 km/h.”

While the technology in itself is a step forward for the control and management of train systems, the implementation of the ATMS and the use of the four levels of digital transformation is ultimately about delivering a service for the customer, in this case, freight operators across Australia. This has led to ATMS’s unique features. Having to serve a number of freight operators at various points throughout the freight network that stretches from Kalgoorlie to Newcastle, has led to interoperability being a key facet of ATMS. Retaining trackside infrastructure allows for unequipped train traffic to use the system, and the trainborne interface was developed in consultation with operators.

“We did a lot of work with the operators on the driver interface unit. The first one that was put in front of them was a European-style one, which was a dial type set up and we almost had a walkout of the operators because it didn’t give them a lot of information and it required them to be fixated with that dashboard whereas they wanted something that didn’t require that. We worked together collaborative to come up with the current system.”

The resulting interface gives drivers a 10km look ahead, and relays information on train speed and speed limits in real time. Using location determination systems onboard the train, the system can alert a driver, operator, and controller if the train is exceeding limits.

Evans summarised the benefits of the ATMS system.

“Improved safety authority and speed level enforcement, improved trackside safety for trackside workers, increased rail capacity, improved service reliability, improving the structure of maintenance costs, more flexibility in the network, and safer management of trains.”

While Australia’s rail industry has been plagued by different technologies and standards in each state, the ARTC regards ATMS as a technology to synchronise rail control and management, for the benefit of the end user.

“ARTC’s customers traverse three states so it’s very important for us to take the lead and ATMS provides us a once in a lifetime opportunity to actually have a harmonised rule set,” said Evans.

Having this in place will allow for further innovations driven by the digitalisation of rail control.

“Future enhancements that we will work through is a path to semi automation or automation of operational systems, and integration with fuel and energy management systems.”

Having data on how a train is travelling will allow operators to more efficiently plan routes while identifying driving behaviours that increase fuel costs.

For example, rather than running at full speed through a section of track before coming to a complete stop at a signal, freight drivers can be told the optimum speed to travel to reach that signal as it turns green. Looking further afield, ATMS could lead to driver-only operation. In these cases, digital rail is not so much about the technology itself, but the enhancements that can come from its implementation.

“ARTC wants to be an enabler for its customers and not a disabler,” said Evans.

DIGITALISATION AS A SOLUTION TO DEMOGRAPHIC, ENVIRONMENTAL CHALLENGES
As Australian rail infrastructure managers and operators adopt their local digital systems, international examples provide guidance on the motivations and outcomes of digitalisation programs. Perhaps none are more comprehensive than the digital rail system being rolled out across all of Germany’s 33,000km of rail. Beginning with the trans-European corridor, the Stuttgart S-Bahn and specified high speed lines, Joern Schlichting, head of the ETCS program at Deutsche Bahn (DB), outlined the significance of the project.

“In terms of automatic train operation (ATO) and ETCS, this is the future. That means fundamentally, a new rail system.”

According to Schlichting, Germany’s existing rail control system was performing sufficiently, and not reaching obsolescence. This made the attractiveness of the business case for adopting ETCS, however penalties within the agreement with other EU member states overcame that.

“The projected penalties would have been at least €1 billion if we didn’t equip these corridors. So, the German government said if we have to spend €1bn on penalties or equipment, let’s spend it on equipment.”

This presented an opportunity for DB and its rail infrastructure arm, DB Netz to rethink how the adoption of ETCS could be a further enabler for other issues the rail network was facing.

“Why not stop to think about how could we make the best out of it?”

This approach enabled DB to utilise the digital rail technology to confront two critical issues facing the sector – a demographic exodus and a modal shift from road to rail to reduce carbon emissions.

“What we found that is as long as we talked about ETCS as a technology issue in terms of replacing one thing by another thing there was no business case. As soon as we started to think about what the real business drivers are – what are our threats – then we found out our demographic issue is one of the worst,” said Schlichting.

In 2011, DB estimated that in the next 10-15 years, 50 per cent of mission-critical staff will retire. Replacing this staff cohort with a younger generation would require a rethink of the type of work train operators would be doing, particularly in regards to legacy systems such as interlockings.

“With these old interlockings, we have one maintenance area where we have 18 generations of interlockings, so you can imagine it’s a nightmare for people working there to be able to maintain them.”

Moving to digital systems would overcome this legacy issue and enable a younger, digital-native generation to easily fit into the systems and ways of working.

“Actually ETCS is more of an enabler. ETCS is a tool in order to bring about a completely new redesign of the rail system,” said Schlichting.

The other element that digitalisation could go towards is the relative carbon footprint of transport in Germany. Although Germany has committed to a 95 per cent carbon reduction by 2050, transport has been a sector that has been stubborn in reducing its emissions, falling by only 0.6 per cent between 1990 and 2018, compared to energy which dropped by 33 per cent. The magnitude of the task is not lost on Schlichting.

“We have to move transport from road to rail, so that means we need to create the capacity, but in the past our network has been shrinking.”

Driven by cost cutting directives, DB has reduced its workforce from 120,000 to 40,000 in the past 15 years and has also torn up tracks and points. However, now the system is required to double passenger traffic by 2030, and cargo traffic by 30 per cent. Digitalisation and the improvement of signalling thus becomes a way to increase the shrinking system’s capacity.

“How can we do this with an existing network that has been shrinking in the past and without having any money at the time for loads of new lines?” asked Schlichting.“Digitising it is the chance to create more traffic.”

At the core of this digitalisation push is the adoption of ETCS technology, common across Europe, which with a focus on outcomes, Schlichting describes as a “language”. Once the system and vehicles are talking to each other in this language, then further technology improvements can be introduced when the users demand it, just like new vocabulary.

An artist’s impression of Sydney Trains’ Rail Operations Centre.

DESIGNING A CUSTOMER FOCUS INTO RAIL OPERATIONS
In some ways, Sydney Trains is experiencing a similar issue to DB, albeit on a smaller scale, as population pressures and urban development cause more Sydneysiders to use the network. As the acting executive director, Digital Systems Business Integration (DSBI) at Sydney Trains, Andrew Constantinou sees these impacts in the operations of the network.

“Increased patronage effectively translates into our ability to create more services and our ability to create reliable services and that’s where the ROC plays into.”

The Rail Operations Centre (ROC) is a new, purpose-built building in Alexandria, Sydney which has brought together the rail management centre, the infrastructure control centre, security monitoring facility and two signal boxes, covering most of the geography of Sydney Rail. A customer and operator demand for precise, accurate information has led to the streamlining of operations into one centre and finding a way to simplify communications.

“Part of the scope is to develop a new concept of operations,” said Constantinou. “We have introduced a new incident management system that took away a lot of those phone calls, and developed a dashboard so that all areas in the ROC can understand what is the mission for that particular incident and who is dealing with what priorities.”

In this case, the digital systems that were built into the ROC had to be designed with the end user in mind, the rail operator, and to minimise disruptions on the network.

“It really starts with bringing all your people together. We started with seven design principles and I focus on the top two – collaboration and communication – because if you can build a high-performing control room floor that fosters good communication and good collaboration, you start ticking the other boxes which are underneath it,” said Constantinou.

While individual controllers’ roles were driven by the train systems they were operating, the human demands of communication were paramount.

“We looked at what communication happened. So what communication happened face to face, on the control room floor, over the telephone, and through various subsystems?

“We did that two-fold. We did that in normal mode and we did that in degraded mode. That gave us an idea around who spoke to whom and when did they speak to whom,” said Constantinou.

Ahead of designing the space, Constantinou’s team conducted a role matrix to see where the patterns in operations were, particularly in degraded mode.

With the Sydney Trains network compressing from 15 lines across the suburban network into six in the CBD, getting those critical staff together would be key for functional communication.

“We were able to say 50 roles in network operations were similar and should be sitting next to each other,” said Constantinou. “We quickly worked out which ones were the more critical to operations, which of those roles needed more supervision, which should be configured in a way that they have more supervision around them, and that led to a functional link analysis to understand if there were any functional commonality in the roles.”

With these findings, operations staff were then given a VR headset so that they could inspect the draft design and see how it fitted with their behaviour.

“We set up outside every control centre with a basic fit out where people would come in and put on the masks. They would walk around the desks and the control room floor and we would take every comment down to see how we could respond to it,” said Constantinou.

Following this was trial runs in defined scenarios, such as a tree falling over a rail corridor and a train colliding with the tree.

“You can see the phone calls that go in from the driver to the area controller and the different colours are typically people who would’ve been located in different control centres,” said Constantinou.

“They would’ve, through situational awareness, overheard the conversation because they’re sitting at the right proximity, or they would’ve been able to swing around and talk to these people.

“If you start doing the maths, it’s all the way from a two minute to a 10-minute saving threading through that scenario, so it’s good to know we can save time,” said Constantinou.

At the newly designed ROC, which opened in mid 2019, data, connectivity, and customer access came together, however with the outcome determined by the end user, not the technology itself.

Rail construction works continue to schedule

The building and renewal of rail lines around Victoria is following its planned construction schedule, despite a pause on noise restrictions.

The Victorian government announced on Monday, April 6 that new planning rules will exempt essential businesses from existing noise restrictions.

The exemption allows 24-hour dispatch and delivery during the current State of Emergency and for three months after too. New South Wales and Western Australia have also lifted noise restrictions for construction and logistics operations.

Corey Hannett, director-general of the Victorian Major Transport Infrastructure Authority (MTIA) said the Melbourne Metro Tunnel and Level Crossing Removal works have processes in place to manage construction noise and minimise the inconvenience and impacts of construction on local communities.

“MTIA projects are currently considered essential and we are working with our building partners to deliver our critical infrastructure projects while implementing strict safety measures to protect our workforce and the community,” he said.

For all Victorian project works, the majority of the construction happens during the day, however some 24-hour works will be required. 

“We understand construction can be disruptive and noisy, especially during major works or at night – that’s why we work with residents to find the best solutions and minimise any impacts,” Hannett said.

Richard Wynne, Victorian Minister for Planning approved the new planning rules and said the measures are to support essential business outside normal business hours.

An Australian Rail Track Corporation (ARTC) spokesperson said the North East Rail Line upgrade currently complies with all existing EPA noise regulations and will continue to comply.

“Our projects will not have a need to utilise this new exemption,” the ARTC spokesperson said.

“If we are required to undertake night works, we provide notification to impacted properties, which is our regulatory requirement.”

John Fullerton, ARTC CEO said in a recent interview that was broadcasted on Sky News that transport companies are moving as much as they can to boost the flow of essential goods and services.

“Rail is no different, we move around five million tonnes across the continent from the eastern seaboard to WA and a lot of our product involves groceries and the hardware that sits on those supermarket shelves,” he said on Sky News.

Fullerton said rail volumes are up approximately 13 per cent due to the unprecedented demand for goods.

“There is never a better time to invest in infrastructure,” Fullerton said.

“One thing coming from this pandemic is looking at major projects to offer economic stimulus.

“It’s a huge opportunity to improve the transport lengths particularly on the Eastern seaboard.”

Qube remains in a strong financial position

Despite the continued uncertainty and impact of Covid-19, Qube is in a strong financial position.

Maurice James, Qube’s managing director said in a business update on Monday April 6 that Qube is well positioned to work with all its key stakeholders to address the current challenging environment.

“Qube is in a strong financial position with significant liquidity (cash and available undrawn facilities) of over $450 million after the payment of the interim dividend which will occur on the 7th April 2020. Qube has no near term debt maturities and material headroom to its covenants,” James said.

“Qube is pursuing several initiatives to further increase its liquidity.”

The board of directors of Qube Holdings Limited said in the business update that it is not presently able to forecast underlying earnings for FY20 and is withdrawing previous guidance.

“Qube continues to benefit from its diversified operations and variability in its cost base which has enabled it to continue to generate positive earnings and cash flow despite declining volumes in parts of its business,” the board of directors said.

The board of directors gave an update on the potential major tenant for Moorebank Precinct West, stating that formal agreements have now been finalised and an agreement has been made.

“The agreement is currently expected to be considered by the counterparty’s Board for approval in late April/early May although the current environment may delay this,” they said.

“Qube is continuing to progress the partnering / monetisation process focussed on Moorebank and certain other property assets.

“Qube has received significant interest from a high quality group of prospective partners who are keen to participate in the next stage of the process.”

Qube is continuing to operate as an essential service for transporting goods, however the company expects a decrease in volumes in several of its markets due to the impact of tighter restrictions, demand, and operations.

The board of directors said the effect from the pandemic to March 31 this year has impacted Qube productivity, but noted that bulk activities continue to experience normal volumes with minimal disruptions or slowdowns.

Container volumes across Qube’s operations have been weaker reflecting the general slowdown in economic activity in domestic and international markets, as well as other products including vehicles, bulk and general cargo.

Plans to re-open the Murwillumbah rail line

Rail services to Murwillumbah in New South Wales were discontinued in 2004, but now there are plans to re-open the rail line.

Byron Shire Council is moving forward with planning for a rail link connecting Mullumbimby and Byron Bay as part of a multi-use activation of the rail corridor.

Five of the seven councillors who attended the council meeting on Thursday, March 26 voted to start the planning process to establish a project framework and to progress a business plan. 

Councillor Basil Cameron said it’s time to take a significant step forward in meeting the transport needs of the shire.

The motion follows a $330,000 study for multi-use activation of the corridor, the Arcadis Multi-Use Rail Corridor Study (MURC). 

Findings from the study identified two multi use options with positive benefit cost ratios, which were Hi-rail – vehicles that can run on tracks as well as roads – with active transport or very light rail with active transport.

Cameron said for the section between Mullumbimby and Byron Bay the estimated costs for Hi-rail with walking and cycling are $12.6 million.

He stated that Hi-rail is the lower cost option with the lightest axle weight therefore requiring minimal upgrades to the disused lines. It is also very flexible as the Hi-rail vehicles can switch from rail and road in 15 seconds. 

“Typically a Hi-rail vehicle is a small bus able to service a more flexible route or on demand type service. Travelling along the rail corridor provides a faster entry to town centres during peak time and assists in reducing vehicle numbers on the road network,” Cameron said.

Andrew Pearce, traffic engineer, infrastructure services Byron Shire said in the notice for motion that background research undertaken for the Integrated Transport Management Strategy acknowledges the Multi Use Rail Corridor Study identified a Hi-rail system within the rail corridor in combination with active transport is the best rail corridor option.

“Staff see the merits in beginning conversations with potential operators/community groups and organisations,” Pearce stated.

If the council proceeds with the Hi-rail option there is likely to be the need to construct a new, accessible rail station.

Pearce said council needs to consider the economic viability. 

“Given the full rail corridor length is 38.5km and the Mullumbimby to Byron section is 15.6km (54.7 per cent of the total length) would a partial activation of the corridor between Mullumbimby and Byron result in 54.7 per cent of the estimate economic benefit outlined in the MURC study?” Pearce stated.

“If it does, does the Hi-rail option remain the most viable given the MURC identifies an 35 ongoing maintenance cost of approximately $950,000 per annum for the Hi-rail option.”

Council will now provide notice of the intention to establish a rail link to Infrastructure Australia, Infrastructure NSW, Transport for NSW and other relevant agencies to seek advice on funding criteria and project development.

In a notice of motion prepared prior to the meeting of council, Cameron wrote that  activating a rail link within the Ewingsdale corridor provides an affordable alternative to start shifting demand from ever bigger, busier, and more expensive roads. 

As part of the planning process, council will investigate Federal, NSW and other funding bodies to identify funding sources including, but not limited to tourism, infrastructure, transport and climate change mitigation/adaption grants with a priority focus on funding vegetation removal within the rail corridor.

Heritage-listed tree saved at a Melbourne train station

Metro Trains has confirmed that urgent works will commence at Newmarket Station in Inner Melbourne, including saving the river red gum and peppercorn trees.

Catherine Baxter, Metro Chief Operating Officer said works will commence next week to secure the station’s structure and protect the historic buildings into the future.

“We’ve listened to community feedback and are working closely with Council on plans to protect the heritage station and improve the precinct for years to come,” she said.

Moonee Valley City Council said it has worked with Metro to save the heritage-listed river red gum and a peppercorn tree at Newmarket Station.

“Metro has listened to our concerns and will save the significant tree, working around it to make the station and platform safe,” the Council said in a statement.

One pittosporum tree will be removed under the Rail Management Act. Council and Metro have agreed this needs to happen straight away for platform upgrades to take place.

Metro stated that the ageing Newmarket station platforms and retaining walls will be rebuilt. Works will take place over the next six weeks.

A bespoke engineering solution has been designed to save the two trees so they continue to provide shelter, amenity, and biodiversity for the local community.

Metro said in a statement that they have agreed with Council that following further detailed arborist and engineering assessments, one pittosporum tree, which is an invasive weed species, on the eastern side of the station must be removed to allow for the urgent works to proceed.

Moonee Valley City Council said Metro will apply for planning approval to remove any other trees at the station in order to maintain safety or do key works.

Metro stated that it advised Council that no other trees will be removed without planning permission unless it is determined that a tree poses an immediate safety risk to users of the station precinct.

Further analysis is being done by Metro in relation to trees and platform safety on the Pin Oak Crescent side of the station.

Metro and Council continue to work on landscaping and replanting plans for the Pin Oak Crescent side of the station and will work together to implement additional safety measures based on expert advice as required.

“The safety of the community and our passengers remains our absolute priority,” Baxter said.

Payments fast-tracked for NZ transport contractors

The New Zealand Government is paying transport contractors in advance to enable suppliers to retain their workforces.

Phil Twyford, NZ Transport Minister announced on Wednesday April 1 that the decision to bring payments forward will provide financial relief for the transport sector throughout the four-week lockdown period.

He said the Advanced Entitlement Payment (AEP) will ensure the sector can quickly re-start work and be in a strong position to respond to any future Government infrastructure packages in the post-lockdown economy.

“Making sure we can build more critical infrastructure as soon as possible will help stimulate the economy and help New Zealand make up its infrastructure deficit,” Twyford said.

The NZ Transport Agency is also continuing planning and design work so that more projects are ready to move to construction as soon as works can resume.

The NZ Transport Agency is now offering a support package for non-essential services, with advance payments being made available to contractors who currently have projects in construction. 

The AEP will be available to contractors who currently have National Land Transport Programme funded projects in construction with the NZ Transport Agency.  

Earlier this month the NZ government announced it will invest a record $54 billion (AUD$53.5) in land transport.

Twyford said this transport investment will make a real difference to New Zealand’s economic recovery.

The draft Government Policy Statement (GPS) 2021 will guide the Transport Agency to invest more than $4.5 billion a year raised through the National Land Transport Fund and allocate required funding towards rail and public transport.

The Ministry of Transport is inviting stakeholders and the wider public to give feedback on the draft GPS until 5pm, Monday, 27 April 2020.

Combining service and production for customer satisfaction

Loram is expanding its innovative solutions in track and below rail maintenance in Australia.

In late 2019, global railway maintenance equipment and services provider Loram Maintenance of Way, Inc. significantly grew its contract services operations in the Australian railway industry with its purchase of Aurizon’s rail grinding business and its fleet of Loram rail grinders.

Although Loram and its advanced equipment has serviced Australian railways for over 50 years, its increased scale is enabling its Australian-led operations
to draw on its global range of track maintenance solutions, Tom Smith, director business development, told Rail Express.

“Loram has a 122 year history and what it’s rail maintenance service division is best known for is rail grinding but we have a portfolio of other products. Now that we’ve made this acquisition and with our base here, we are now in the process of introducing our other products that have had a lot of success in North America and other parts of the world to Australia.”

Having cemented itself as a market leader in North America, and with global expansion underway in its establishment of a UK-based subsidiary, and now Brisbane headquarters for Australasia and sub-Saharan Africa, Loram is taking its reputation for dependable and productive rail grinding service and combining that with product innovation.

“Loram has experienced significant growth over the years, attributable to keeping a customer focus. Loram wants the railways to be successful using Loram services and equipment – our customers have come to trust Loram. When we finish our grinding, they know the rail is going to be improved and they receive useful reports that show the results and improvement of the rail,” said Smith.

“We are constantly in communication with our customers. They often come to us with a problem and Loram is here to develop solutions. New developments are almost always driven by our customers and the needs that they have.”

RAILVAC
One example of where Loram has worked to provide a unique solution is with its Railvac excavator. Already in use across North America, Brazil and Europe, the excavation machine combines a powerful articulated arm to breakup compacted material with extremely strong vacuum pumps to remove ballast, clay, mud, water, sand, and soil. The machines have proven their value to railway infrastructure owners and network operators.

“The first Railvac we came up with went to work on a demo. It was supposed to be there 30 days and never left, it’s still on that same railway after nearly 20 years,” said Smith.

What distinguishes the operation of the Railvac is its versatility to work in places that traditional excavation equipment cannot, or has difficulty to complete in available track time. The machine can be used in applications varying from full section undercutting mainline mud spots, to removing all material in the ballast section right to the deck of bridges and tunnels, in yard clean-ups, along platforms, or around other obstacles and reconstruction.

“The Railvac is being used quite a bit in iron ore clean up at the ports and coal clean up at some power plants. It’s an excavating tool that finds limitless uses around a rail network,” said Smith. “Track windows keep shrinking for maintenance, if you don’t have the four to eight hours to go out and fully undercut a section or turnout you can perform work for just half an hour or the time available, clear to let trains run, return and get through the section or turnout in stages rather than all in one go.”

Initially, Railvac was developed for a specific, customer-driven requirement, said Smith.

“The Railvac was first thought up because there was a need to remove the ballast without cutting through the cables buried underneath the track. Trying to do that with traditional equipment, even manually with a shovel, you’re going to tear up your cables. That was the first application and is still being used for that same purpose.”

Other areas where the Railvac has been put to use is removing spillage in grain yards and to clean up areas around car dumpers. What ties these uses together with its other applications is the ability for the Railvac to get into areas that would be otherwise inaccessible.

“It works in places that’ve never been able to be maintained with traditional equipment – along a platform, on a bridge deck – and rather than tear out the panels and scoop up the fouled material, very much disrupting the track, the work can be done in small chunks with the Railvac sucking up everything right down to the floor of a tunnel, or the deck of a bridge,” said Smith.

In one project, on an iron ore railway in Brazil, the excavator was used to fully clean out a tunnel that was otherwise inaccessible to traditional equipment.

“They had tunnels where there were significant speed restrictions due to little maintenance over 40-years, no drainage, just a bunch of broken-up ballast, mud and iron ore dust,” said Smith. “With lengthy tunnels, the excavation averaged about 25 cubic metres an hour. It took some time with the limited track windows, but at the end of the job there was water rushing out of the tunnels that had been dammed up inside.

“The track structure has been engineered to provide stability. Internally there was the understanding there was a serious mud problem, but they had no idea there was that much water dammed up. When you think of the heavier loads being hauled, similar to here in Australia, when the track shows signs of movement, track slip potential shows the importance of drainage. The study proved the advantages of using the Railvac as it provided the most efficient and effective solution as compared to the alternative options. Most important, now that the tunnel is properly draining and the track is performing as designed, the speed restrictions have been removed,” said Smith.

Currently, Loram is in the process of upgrading and modifying one of its existing Railvac designs for operations in Australia.

FRICTION MANAGEMENT
With 50-years’ experience in rail grinding, the rail-wheel interaction for extending rail life is well known to Loram. Optimising the rail life is also influenced with friction management.

Again, listening to customers’ needs, ten- years ago Loram acquired a small company specialising in friction management and has grown that to become a major supplier to the industry. Today, Loram is able to offer the next generation of friction management systems to Australia.

For decades, gauge face lubricators (Greasers) have been used to lubricate the gauge corner of rails in order to help the wheels roll through a curve, thus reducing gauge-face wear and extending rail life, as Smith explains. Noise reduction is also important through metropolitan areas, a calculated combination of top-of-rail friction modification and gauge-face lubrication can assist in this.

Not stopping there, in addition to the traditional gauge-face lubrication, Loram helped spearhead heavy-haul railroads’ system centric implementation of top- of-rail friction modification program as a solution to reduce fuel usage and reduce rail wear. Smith, who himself has a 40-year history within Loram – starting in the rail grinding operations department – and speaks with railways around the world, understands how valuable saving fuel can be.

“Fuel is often one of the biggest operating expenses a railway has these days and it is easily quantifiable with Australian heavy haul traffic.”

“The top-of- rail (TOR) friction management is really where a big cost savings for railways can be realised. Unlike grease, the TOR friction modifier are specially designed such that when applied in very small amounts, the modifier is carried by the train wheels for up to seven kilometres. Loram’s TOR modifiers do not affect tractive effort or braking conditions of a train. The traffic and track conditions are analysed and the modifier is strategically applied in very small amounts, maybe every third or even sixth wheel.

“The fuel savings are tremendous.”

In tests conducted by Loram’s customers, savings of seven per cent on fuel have been observed when using Loram’s top-of-rail friction modifiers.

Already, thousands of units have been installed or converted to use Loram’s modifier and greases across North America in the 10 years since Loram has started selling this range of products.

The friction management range comprises three types of top of rail friction modifiers and two types of greases. Friction modifiers consist of a water-based, synthetic, and hybrid modifier and two heavy-haul greases where one has an ECO certification. These are then applied with Loram’s range of application systems and backed up by Loram’s service offering.

Smith highlighted the experience and knowledge that the Loram’s team has in servicing and maintaining any type of brand of lubricators. Proper maintenance and unit up-time is key to maximising investment. The team understands that it’s not just about equipment, consumables and parts, it’s the unique combination of all three categories coupled with field maintenance that provides the winning ROI to its customers. There are many companies that claim to understand this, but Loram live this day in and day out. Each customer has unique operating parameters and as such friction management is not a ‘one size fits all’ application.

With decades of experience in the production of friction management systems, all the way from research and development, through manufacturing, installation, field service and maintenance to analysis, Loram expects to continue to innovate in this field, both in response to the emerging needs of its customers globally and locally in Australia.

$54b will be invested in New Zealand transport

The New Zealand government will invest a record $54 billion (AUD$53.5) in land transport.

Part of the government’s Draft Government Policy Statement (GPS) 2021, over the next decade billions of dollars will be committed to improve transport infrastructure.

The GPS is how the government guides Waka Kotahi NZ Transport Agency to invest more than $4.5 billion a year raised through the National Land Transport Fund. It guides the agency to allocate funding towards rail and public transport.

Transport Minister Phil Twyford said this transport investment will make a real difference to New Zealand’s economic recovery.

“The Draft GPS 2021 signals that we will make a record investment in transport of $48 billion on top of our $6.8 billion from the NZ Upgrade Programme, which will help give the transport construction industry certainty during the current global economic headwinds,” he said.

“Given how both rail and coastal shipping help take pressure off our roads and produce less emissions, we are looking to fund both in GPS 2021.”

Twyford said building alternative transport options for people and freight is a vital part of achieving the Government’s goal of net zero emissions by 2050.

The announcement follows the new Hamilton to Auckland passenger train service that has received funding through the NZ Transport Agency for five years.

From August 3 this year, the Te Huia service will consist of two morning trains from Hamilton, with two return evening trains each week day and a single return train on Saturday.

Twyford said the new service is part of a wider government vision to enable development along the Hamilton-Auckland growth corridor.

“Our government is already investing $618 million to electrify the rail lines in South Auckland out to Pukekohe and build railway stations in Drury, which will support a whole new future town there,” he said.

The Ministry of Transport also has work underway to investigate options for rapid rail between Hamilton and Auckland.

The federal budget 2019 provided a $1 billion funding boost to support a long overdue revitalisation of rail and work has already started on the $196 million Wellington commuter rail upgrades. 

The Government is now seeking feedback from local government, the transport sector, community groups and the wider public on the draft GPS 2021.

Engagement on the draft GPS closes 27 April 2020.

The barcode revolution: Standardising the industry

Thermit Australia’s Andrew Carter tells Rail Express how the company is implementing GS1 data standards and why global standards should be part of normal business.

As technological initiatives coordinate the Australian rail sector, the global standards that shape the entire industry will allow organisations to realise significant benefits as they streamline their operations. That’s why the Board of the Australasian Railway Association (ARA) is encouraging the implementation of GS1 global data standards across the Australasian rail industry to prepare it for its digital future.

For Andrew Carter, operations manager at Thermit Australia, suppliers of aluminothermic welding and glued insulated joints, it was a no brainer to start implementing GS1 standards and realise the vision towards a national approach of rail technology.

Carter has been involved in businesses that supply to the rail industry for the past 20 years. He took on a new role at Thermit Australia five years ago to manage operational interests. Carter has seen the industry evolve over the years, however, the biggest change to digitalisation in operations at the company occurred two years ago, when regional Victorian operator V/Line requested

Thermit to implement GS1 barcoding in 2018. Thermit Australia is one of 24 companies within the global Goldschmidt Thermit Group – a supplier of products and services for railway tracks. In the group’s 120 years of operation, this global standard had never been implemented before.

The Australian company was the first business across the international group to adopt GS1 barcoding. Initially looking to implement the standard as a standalone company within the Goldschmidt Thermit Group, the head office in Germany had also been investigating implementing GS1 standards across all of the group companies.

MODIFYING AND IMPROVING OPERATION
The Australasian Railway Association (ARA) is encouraging the industry to act on digital capabilities and automation of operational processes by using GS1 global data standards.

The ARA resolved for 2019 to be the year of building rail’s digital capability through a transformational joint initiative with GS1 called Project i-TRACE. The ARA and GS1 established an i-TRACE working group to help support the ambitious goal of rapid adoption of standardising the entire industry.

Thermit Australia had already implemented the GS1 standards, spearheading this initiative a whole year before the 2019 Project i-TRACE action plan.

Two years before V/Line had discussions with the ARA to adopt GS1 standards, the Victorian government-owned corporation was already having significant issues around tracking critical spares in the inventory of the company’s maintenance groups and project works.

V/Line consulted Thermit Australia to help standardise the identification (codification) and barcode labelling of stock to help fast track the management of inventory at V/Line’s main warehouse in Lara and the company’s additional 33 inventory depots across Victoria.

V/Line was the first customer that Thermit Australia had that wanted the introduction of GS1 standards, so the company had to undergo operational changes to its welding consumables labelling in order to meet V/Line’s product requests.

Carter said implementing a new system meant facing new challenges, but Carter said GS1 Australia assisted Thermit in understanding the practices for standards in the industry and building the system to improve data quality and barcoding.

“We knew we needed to adopt a GS1 coding based on a group wide format, so the key aspects of the project were to implement the Global Trade Item Number (GTIN) labelling on products for our customers, with V/Line being the first.”

Carter said throughout the initial process of modifying operations to comply with GS1 standards, V/Line provided valuable feedback to Thermit, ensuring the company can providing a suitable format that meets their requirements.

Thermit Australia had minor modifications during the implementation stage, sending V/Line prototype labels for review before supplying the final GS1 barcoded products, said Carter.

“We didn’t have to worry about V/Line coming back to us saying our barcoding wasn’t in line with their expectations as we engaged with GS1 the whole way through the first implementation stage,” he said.

Carter said the open collaboration between V/Line and GS1 Australia helped Thermit refine the style and format of labelling, according to the guidelines.

“GS1 Australia were of great assistance to help us implement the new barcoding guidelines, they would look at what we produced and then we created prototypes and got valuable feedback from V/Line.

“The first trial run of product with labels was sent to V/Line at the end of January 2019. Following feedback, some modifications were made and finalised at the end of March 2019 to provide them the efficiency they wanted through product handling,” Carter said.

“I’m very happy we’ve been proactive in embracing the GS1 barcoding standards as a supplier to the rail industry. It was an expectation in V/Line’s contract requirements and it potentially is a tender advantage as more requests for GS1 barcoding are rising within the industry.

“Once we implemented the barcoding with V/Line we have rolled it out to every customer that continues to request it, expanding our GS1 labelling process to major passenger rail networks including Metro Trains, Sydney Trains, and Queensland Rail.”

DRIVING TOWARDS DIGITALISATION

Carter said engaging with GS1 standards meant developing IT systems that aligned with the standard’s automating operational procedures.

Thermit Australia has two operational sites located in Somersby, NSW and Clontarf in QLD. Somersby was the initial facility using the barcoding standard as the site manufactures and provides welding consumables and implementation.

“The existing label generation at Somersby was a standalone system that required the manual transfer of data from our Navision ERP system into the label creation software,” Carter said.

“We decided to make this process more efficient and looked into having the ERP software send data automatically to the label software to generate the new GS1 compliant labels.”

After the company engaged its inhouse and external ERP software consultant, along with label manufacturer Wedderburn, Thermit Australia established that a new label generation software was required.

The new software, called Bartender, was compatible with the company’s existing label printing hardware, making the implementation process smoother, Carter explained.

“Our ERP system needed to be customised to allow the capture and transfer of the required data to the Bartender software,” he said.

By the end of June 2019, the new GS1 compliant product identification labelling was rolled out, with all customers receiving GTIN labels on the weld kits.

Since then, work has been commencing on adding GS1 barcoding to other products, with the first crucibles to be supplied to the market early this year.

Carter said the Clontarf site where labels are manufactured to be attached to the rail and installed in track will catch up in time.

At Clontarf, the existing product label is an aluminium tag with stamped data, and through the second half of 2019 Thermit investigated options to find a solution to add the GS1 data to the aluminium tag, Carter said.

“Dot peening was pursued with a new supplier and samples were sent to GS1 Australia and V/Line for assessment, they provided positive feedback however there were reliability issues reading the tags in different lighting environments.

“The readability of the dot peen on the aluminium is not satisfactory for the scanners that are already being used by our customers, so we are currently looking at a alternative materials instead and this work is ongoing.” Carter predicts over time the rail industry will more broadly see the benefits of adopting global standards, staying ahead and being up to speed with current standards has improved the efficiency of operations at Thermit Australia.

“This implementation project is driven by the industry and remains a key priority for us, so we will continue to endeavour to meet the requirements of our customers.”

Dual multimillion dollar contracts awarded for rail upgrades in south east Melbourne

Two contracts have been announced to begin work on improving rail connections in south east Melbourne.

The Level Crossing Removal Project announced that the duplication of the Cranbourne Line between Cranbourne and Dandenong will be carried out by two alliances.

The first alliance will bring together McConnell Dowell, Arup, Mott MacDonald, and Metro Trains Melbourne, for the section of track between Dandenong and Lynbrook. This contract will also involved the removal of the Greens Road level crossing in Dandenong South.

The second alliance will complete the track duplication between Lynbrooke and Cranbourne. This alliance comprises Laing O’Rouke, Jacobs, and Metro Trains Melbourne. The grouping will also build a new Merinda Park station and increase the size of the car park at Lynbrooke Station.

Victorian Minister for Transport Infrastructure Jacinta Allan said that the work formed part of a larger suite of works.

“With 11 level crossings already removed along the Cranbourne line, we’re getting on with delivering better services to more people in Melbourne’s growing south east.”

Works on the line duplication, new station, and level crossing removal will be completed by 2025 and allow for a future rail extension to Clyde. Services will be able to run up to every 10 minutes and once the Metro Tunnel is complete, new high-capacity trains will be able to transport 121,000 extra peak hour passengers per week on the Cranbourne and Pakenham lines.

“The Cranbourne Line Upgrade is just one of a suite of major road and rail projects easing congestion, improving safety and making journeys more reliable in the south-east,” said Member for Cranbourne Pauline Richards.

According to program director, Steve Brown, the authority has been looking to get started on these major works.

“These projects are a huge priority for us, and we’ve been working hard to make sure they can start as soon as possible.”

In a separate announcement, the Level Crossing Removal Authority advised that a level crossing in Melbourne’s major commercial and industrial area will be removed in mid 2020 with the construction contract signed.

The contract will be delivered by an alliance of Fulton Hogan and Metro Trains Melbourne.

Early works to begin the South Gippsland Highway, Dandenong South level crossing removal are set to start soon.

The level crossing will be removed and replaced with a road bridge over the rail line.

Early works will include site establishment on South Gippsland Highway and underground services relocation.

Major works in mid 2020 will involved the construction of the new road bridge and the replacement of the busy intersection at South Gippsland Highway and Princes Highway with a fully signalised T-intersection.

A level crossing removal project (LCRP) spokesperson said LCRP will work to minimise local disruptions or community impacts while these works take place.