Celebrating 20 years

Founded in March 2000 by Derel and Sue Wust, 4Tel is a family owned business that has grown exponentially in the past 20 years.

Originally starting out as a telecommunication consultancy, 4Tel has evolved to be a multifunctional software and hardware business, with multiple engagements in Australia and internationally. With over 20 years in the military, Derel has grown his vision into a business that employees over 50 staff.

Throughout the years, Derel, alongside the management team of Tony Crosby, Mark Wood, Graham Hjort, and with the recent addition of Joanne Wust as CEO, has expanded 4Tel into sectors such as heavy rail (above and below rail operators), light rail, ports, ferries, mines, coaches/buses, and government transport agencies. With the expansion into different sectors, 4Tel’s suite of software has expanded immensely.

With the commissioning of 4Trak in 2008, 4Tel’s began a goal of creating software that would reinvent the way companies track and receive live transport information. This software has enhanced productivity for major organisations across Australia and created a market need for a software that the industry now relies on. The network-wide situational awareness provided by 4Trak gives teams the ability to optimise operational decisions faster, with greater accuracy and simplified communication paths to remotely located assets and personnel. Knowing the real-time location of trains, vehicles, and staff in the rail corridor allows operations staff to monitor delays and issues for better management and customer service delivery. Using data collected from 4Trak, the business has continued to create and expand their software suite.

4Tel’s overall goal is to protect people and assets, and this has led to a suite of innovative software solutions. This includes, 4PTW (ETW and eTap), a trackwork safety application that improves the safety, efficiency, and effectiveness of track maintenance activities. 4Port, a software application that enables operators to monitor and record large sets of data regarding truck movements and container lifts for stevedoring operations. 4PIDS, which is 4Tel’s implementation of passenger information displays. 4Site, an application that monitors the status of remote field equipment. 4ASW, a positive train control system that uses GPS location-based precision, suited to areas with vital field infrastructure. 4WPS a worksite protection solution using real-time location data of trains, Protection Officers, and track machines to create a virtual geo-worksite boundary to alert workers of approaching trains. 4Trip, a comprehensive train planning software solution for managing the development and release of service timetables, including the planning of work on track activities. 4ABS which utilises a MySQL or SQL database and webpages to display access and billing history data for better management of rail network access over an intranet or the internet. 4ASSETS which is used to manage the static information about devices and their maintenance history for better asset control. 4LRMS is a system that is equipped to manage and streamline key components of a modern metropolitan light rail network.

With John Holland Rail successfully obtaining the CRN tender in 2012, 4Tel have played a substantial role in implementing several control systems to further help maintain the 5,800km of track. Significantly, 4Tel has implemented Electronic Authorities into the CRN, which is the digitisation of the paper- based train order authorities. This simplified the system immensely and automated work so the train driver and controller could focus more on keeping people safe. Moving to safety, 4Tel’s proximity reminder system, that utilises the onboard ICE radio, warns a driver of a train or hi-rails of the approaching authority limit to prevent an out of authority event. This safety has been further tightened with the addition of the application ETW.

While these systems have been implemented, 4Tel have designed, constructed and commissioned the operations centre and technologies, all while providing 24/7 onsite technical support.

The next step for 4Tel will be delving into artificial intelligence. 4Tel’s Horus system is an Advanced Driver Advisory System (ADAS) using real-time sensors and software to assist a driver in the safe operation of a locomotive. Horus proves the functionality to apply software processes to conduct the computationally intensive algorithms for object detection, localisation, awareness, dynamics, and route monitoring. 4Tel’s Horus can be used by above rail operators to assist in safely moving their people and assets across the multiple open networks of Australia.

The system can uniquely incorporate all the train running information (run ID, braking profile, authority limits, speed, location, signal info, etc.), with the day of operational information from the network (speed limits, Conditions Affecting Network, work-on-track activities, etc.). In addition, the Horus machine vision and sensor technology detects abnormal items within the corridor, to alert the driver to an un-safe situation in real-time.

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.

ATSB releases preliminary report into Wallan train derailment

The Australian Transport Safety Bureau (ATSB) has released the preliminary report into the Wallan train derailment.

Although the report does not contain findings, the report does note that signals at Wallan were reversed, causing the XPT train to enter a passing loop at a speed of more than 100km/h when the speed limit for entering the loop was 15km/h, and exiting the loop was 35km/h.

“Earlier that afternoon, the points at either end of the Wallan loop had been changed from their ‘Normal’ position to their ‘Reverse’ position, which meant that rail traffic, in both directions, would be diverted from the Main Line into the loop track,” said ATSB chief commissioner, Greg Hood.

“A Train Notice reflected this change and also specified a 15 km/h speed limit for entry into the loop.”

Prior to the derailment, the XPT service had travelled through a section from Kilmore East that was being managed using an alternative safeworking system. During this section, an accompanying qualified worker (AQW) boarded the lead power car and joined the driver at the head of the train. Before proceeding, the driver and the network control officer communicated via radio about the train authority for the section to Donnybrook.

After passing Kilmore East, the train sped up to 130km/h, the line speed for this section. Then, the train travelled to Wallan and was diverted onto the Wallan Loop, the points for which had earlier been changed from Normal to Reverse.

The emergency brake was applied a short distance before the points, which slowed the train a small amount, however the train entered the turnout travelling at above 100km/h, leading the train to derail.

The alternative safeworking system was implemented on the section of track from Kilmore East to Donnybrook due to damage to the signalling infrastructure, caused by a fire on February 3, 2020.

Investigations into the incident are ongoing, and are being led by Victoria’s Chief Investigator, Transport Safety (CTIS), along with the New South Wales Office of Transport Safety Investigations (OTSI). The Office of the National Rail Safety Regulator is also continuing to investigate.

CEO of the ARTC, John Fullerton, said that the ARTC would learn from the incident.

“Accidents of this nature are complex and can hardly ever be attributed to just one cause, and this investigation is one important way of ensuring lessons are learned, and systems and processes are put in place to avoid something similar from happening again.”

The derailment killed the driver, John Kennedy, and the AQW, Sam Meintanis.

“ARTC joins with all in the rail industry in again extending our sincere condolences to the families, friends and colleagues of John and Sam,” said Fullerton.

“The main focus of all in the rail industry – whether it is rail network operators like ARTC, the passenger and freight rail customers who use it, or the many rail contractors – is to operate safely.”

A Transport for NSW spokesperson noted the report.

“We continue to engage with the investigators on what is a complex set of circumstances that led to the loss of a NSW TrainLink employee and a contracted ARTC staff member,” said the spokesperson.

“Our thoughts are with the families and friends of those who lost their lives in this accident and we await the final report by the ATSB due in 2021.”

Hood noted that the full investigation could take over 18 months to complete.

“However, should any safety critical information be discovered at any time during the investigation, we will immediately notify operators and regulators, and make that publicly known.”

Further investigation by the ATSB will inquire into the derailment sequence, track condition, rollingstock condition, crew and passenger survivability, train operation, and management of train operations. So far, the investigation has not found a fault with the rollingstock or the track itself that directly contributed to the derailment.

PTA Radio Systems Replacement project falls victim to US-China trade war

The consortium delivering the digital radio systems project in Perth has fallen apart.

An alliance of Huawei Australia and UGL (HUGL) won the contract to upgrade radio communications for Western Australia’s Public Transport Authority (PTA) in 2018, however on March 27, 2020 WA Minister for Transport Rita Saffioti announced that the current contract will no longer proceed.

The HUGL consortium fell victim to increasing trade restrictions placed on Chinese exports by the US government, with restrictions imposed in August 2019 cited by the WA government as the tipping point.

In 2017, the WA government announced the $120 million project, which would involve installing new towers and poles with digital-friendly infrastructure, to enable the replacement of the current analogue radio system with a digital one. This involved all radio devices in trains, security vehicles, and handheld radios. Moving to a digital system would allow for data as well as audio to be transmitted by radio. Future Automatic Train Control systems, which PTA has aimed to install as part of the Metronet project, would utilise the digital radio systems.

Since the contract was awarded, the parties have had to grapple with restrictions placed trade between the US and China. Tariffs imposed on Chinese exports would increase the uncertainty around the cost of the project, timelines, and effectiveness of the final solution.

“It is extremely unfortunate that the State Government’s project – which is limited to a radio network for train drivers and transit guards – has been caught up in the ongoing trade dispute between the US and China,” said Saffioti.

The WA government has indicated in a statement that it will continue with the project, although it will be delayed.

“Given the trade dispute, and the current economic and health crisis facing the world, the PTA has recommended a fresh approach for the radio replacement project,” said Saffioti.

“The PTA will continue its plans to deliver a new digital radio system for our expanding public transport system.”

Potential options include the withdrawal of Huawei Australia from the contract, or the termination of the contract as a whole. The PTA will look to preserve current subcontract arrangements.

The Australian Communications and Media Authority has extended the deadline for the PTA to vacate the analogue radio spectrum to beyond 2021.

The effect of extreme weather on rail and track infrastructure

As severe weather events become more intense and frequent, rail infrastructure owners and mangers are responding to this new reality.

Documenting the risks that climate change poses to the Australian rail sector, the Australasian Railway Association (ARA) listed six types of impacts. These were: track failures due to extreme temperature days, increased risk of flood and storm damage to track infrastructure, sea level rise flooding coastal tracks, yards and other infrastructure, wind damage to overhead lines, track failure due to decreased soil stability and increased erosion, and increased bushfire damage risk.

During the summer of 2019-2020 the rail industry experienced almost all of these impacts.

In New South Wales, bushfires closed multiple major train lines, including the Main Western Line through the Blue Mountains, the Southern Highlands Line between Goulburn and Macarthur and the Unanderra Line between Moss Vale and Unanderra.

Rail infrastructure owners around the country felt a number of these impacts, and Arc Infrastructure, the manager of the WA rail freight network, was no exception.

“This summer we have seen bushfires in the South West, Mid West (Mogumber) and Kalgoorlie/Esperance cause interruptions to rail traffic, heavy rainfall impacting track infrastructure, and an electrical storm in the Mid West affect signalling and communications infrastructure on the Eastern Goldfields Railway,” said an Arc Infrastructure spokesperson.

Sydney Trains also acknowledged how the weather can impact infrastructure.

“Extreme weather events, such as high temperatures, strong winds, lightning, bushfires, high rainfall, and flooding, can have a significant effect on the performance, efficiency and operation of Sydney Trains’ infrastructure,” said a Sydney Trains spokesperson.

With these increasingly severe and frequent weather events recognised as constituting a new normal, rail network managers and infrastructure owners are having to grapple with what this means for their assets.

BUILDING RESILIENCE

In Infrastructure Australia’s Australian Infrastructure Audit 2019, resilience was a key theme. The report acknowledged that although Australia’s extremes have been well known – floods, drought, fires, and cyclones being an almost yearly occurrence – resilience, the capacity to recover quickly from difficulties, was not reflected in planning processes.

Resilience takes a different kind of thinking than had been previously reflected in planning documents. Although methods and protocols to repair damaged infrastructure were established, the data to be able to predict future events was not always available.

“Timely access to evidence that aids the evaluation of likelihood and consequence can help the planning of construction, maintenance and resilience. However, evidence about the scale of risks, their impacts and the costs of addressing them is often weak or not accessible,” write the authors of the report.

In this context, climate change becomes a compounding factor. The modelling of risks is based upon events that have happened in the past. When events start becoming more frequent and outside the historical range of severity, these models have to be re-evaluated.

“In a rapidly changing environment, risks shift in nature and severity, complicating assessment. This can lead to reactive, rather than proactive, responses to both short- and long-term risks to networks,” write Infrastructure Australia.

The report notes that there is much to be done.

“Australia’s infrastructure sector lacks clear, publicly available guidance on how to manage risk and plan for greater resilience in the future.”

Image credit: Sydney Trains.

THE RAIL INFRASTRUCTURE OF 2100, BUILT NOW
While Infrastructure Australia’s assessment was made for Australia’s infrastructure as a whole, rail itself has some key challenges. Rail networks are expected to last for up to 100 years, with some track in use today laid in the early 20th century.

The longevity of rail infrastructure presents a critical issue, as the cost of relocating infrastructure has been so high as to be prohibitive. However, as noted in Building resilient infrastructure prepared by Deloitte Access Economics for the Australian Business Roundtable for Disaster Resilience & Safer Communities, the increased cost of natural disasters will lead to the replacement of damaged assets becoming equivalent to the entire cost of large infrastructure programs, suggesting that resilience building is a nationally significant infrastructure project on its own.

Within this context, the rail infrastructure being built now has to account for changes expected to occur in the next 100 years. In the best-case scenario of global temperature rise being kept to between 1.5 and 2O°C, sea level rises of up to a metre are predicted. The knock on effects of this on rail track infrastructure have been catalogued by the ARA.

Sea level rise will directly impact low lying sections of track, particularly those freight lines that carry bulk cargo for export. Increases in extreme rainfall, leading to flooding, can cause assets to be inundated and landslides. With sea level rising, coastal and inland areas will be vulnerable to inundation, and increased frequency and severity of heat waves will cause track buckling and brownouts and blackouts.

With these risks in mind, the ARA calls for the industry to look at mitigating risks via a long-term program of activities. Whether collaborative or led by individual organisations, the ARA notes that successful planning will require the embedding of adaptation and continuity into planning, development, maintenance and improvement programs of all major rail infrastructure owners.

Some infrastructure owners are already planning of how to respond to this changed environment.

Sydney Trains, whose network was significantly affected during the summer of 2019-2020, is building resilience into the physical nature of the network.

“In recent years, Sydney Trains has undertaken a number of initiatives to protect the network from weather events. These include replacing timber sleepers with concrete to reduce the likelihood of significant rail head movement, tension- regulated overheard wiring, improved lightning and surge protection at assets like control centres and substations and improving advanced weather warning systems,” said a Sydney Trains spokesperson.

These works are part of a $1.5 billion annual program of routine and periodic maintenance across the network.

In Western Australia, Arc Infrastructure is currently looking into how to build in resilience to its network, as Arc Infrastructure CEO Murray Cook, told Rail Express.

“We have an innovative research project underway across our network to prevent the risk of derailment through the use of research, data and technology, supported by the deep knowledge and experience of our people.”

Arc Infrastructure is currently in the process of building a system to predict, detect, and prevent derailments that occur as a result of track section washaways, said an Arc spokesperson.

“In order to predict washaways, we are using various sources of information (including historical track washaway data, historical rainfall data and topographical data) to understand and quantify the potential damage caused by various intensities of extreme weather across our network. This data is then being correlated with realtime rainfall data to generate alarms for probable washaways on specific sections of track.”

So far, the project is being tested on historical events, with results showing that of the washaway events that occurred in February 2017, 47 per cent of the locations were predictable, based on the analysis.

Across Australia, a combination of planning, technological innovation, and consistent maintenance will be required to ensure that the rail netowrks laid down today can be used safely and efficiently in 2100.

Bumper year for ARA

Danny Broad shared some parting thoughts to the rail industry about the importance of smart rail technology and the need for young blood.

Outgoing Australasian Railway Association CEO Danny Broad hosted his last AusRAIL as CEO before handing over the reins to incoming CEO Caroline Wilkie.

Broad was elected ARA chair at the 2019 ARA Annual General Meeting (AGM), taking over from Bob Herbert – who will continue his contribution to the rail industry as Chairman of the ARA’s harm prevention charity, TrackSAFE Foundation.

“I thank Bob for his strategic leadership and achievements as chairman of the ARA, specifically the development of a new constitution, leading to improved governance and democracy within the ARA,” Broad said.

As part of his outgoing address, Herbert addressed some of the issues he considered significant to the rail industry.

“Rail is a victim of our federation. There is no one sovereign government calling all the shots for rail like there is for industries like defence or shipbuilding. Make no mistake, this holds rail back, with nine governments to deal with on key national issues,” Herbert said.

“It has stopped rail throughout its history, from the time the first rail tracks were carried. The cause lies in the way our political imperatives play out, it brings a natural cautiousness in decision making. Governments are always in different stages of the election process and rail is disadvantaged as a consequence.”

As an example, Herbert cites the operation of the Transport and Infrastructure Council (TIC).

“This is the forum where transport ministers across the jurisdictions come together twice a year and are supported by a body of senior bureaucrats. Unfortunately, outcomes from this process can only be described as last common denominator.”

As such, he explained how trying to achieve a National Rail Plan is “still illusory”.

“The bureaucrats so often have differing priorities to industry, and they become entrenched within government departments. In some cases, meeting with industry seems to be anathema to them, so progress is at a snail’s pace and this is extremely frustrating for industry.”

In August 2018, members of the ARA met with the council so that companies could present their challenges to the council.

“These were telling representations from our members on challenges relating to skills, resources, and standards,” Herbert said. As a result, the council decided to develop the Rail Action Plan through the National Transport Commission.

“We’ve seen the first cut of this plan and so far, I regret to say, it falls a short of what we would like. So, there’s a lot more argy bargy to be doing with the National Transport Commission.”

However, he warned industry against relying on government to deliver “what we can deliver ourselves”.

As part of his own AusRAIL address, Broad recapped some of the ARA’s activities in what he called “an exciting and demanding year in all sectors of rail”.

The ARA, Broad said, spent 2019 advocating to governments about some of the biggest issues facing the industry.

“We have focused on advocating to governments on how best to address the skills shortage, resulting in the development in the National Rail Action Plan, by the National Transport Commission.”

The ARA has been calling on state, territory and federal governments to commit to a unified pipeline for major rail projects, to allow the private sector to better prepare itself with adequate skills and equipment to ensure contracts are executed as efficiently as possible.

As part of this, the organisation recommended the federal government resource the Australia & New Zealand Infrastructure Pipeline in its 2019-20 Budget Submission.

The ARA lodged seventeen submissions to parliamentary and government inquiries on behalf of the sector over the last year.

One of the key issues for a number of its submissions to government in 2019 included advocating for fairer rules for freight rail operators.

“As far as possible, domestic rail freight markets should operate on an even footing with other modal choices. This requires an environment with equitable regulatory settings to enable competitive neutrality between competing modes of transport,” says the ARA’s annual report 2019.

The ARA also called for an extension of the Inland Rail line, the largest freight rail project in Australia.

“The current project has the Inland Rail line ceasing at Acacia Ridge. The ARA calls for a commensurate project to ensure a freight rail line continues all the way to the Port of Brisbane. Research undertaken by Deloitte shows that building a dedicated freight rail connection to the Port of Brisbane could achieve a 30 per cent rail modal share, which would remove 2.4 million truck movements from the local road network,” according to the annual report.

Among other issues, the ARA also calls for a “pragmatic approach to fast rail that recognises the need to plan for an invest in elements such as modernised signalling systems, passing loops, track duplication, and other critical requirements to increase infrastructure capacity and speed of passenger services”.

“We have been progressing the smart rail and technology agendas, working with industry and governments on improving accessibility, advocating for rail and supporting rail careers through programs such as the women in rail pilot mentoring program and the formation of the young leaders advisory board, a potential attraction and retention campaign and the future leaders program to name just a few,” Broad said.

“I’m very proud of where the ARA is now, and feel it is the right time to pass on the reigns to our new CEO,” Broad concluded.

Doha Metro nears completion

Doha, the capital city of Qatar, is closing in on opening its automated metro network in time for the 2022 FIFA World Cup.

The network is designed to do the heavy lifting for the expected one million visitors who will attend the World Cup, as well as increasing the share of journeys via public transport in Qatar from 0.5 per cent to 21 per cent.

Electrical systems provider Thales is supplying both major elements of the metro system and providing project management services as the interface between civil works providers and electromechanical suppliers.

Thales will supply the train control system – in this case Communications Based Train Control (CBTC) driverless signalling – as well as the Operational Control Centre, passenger information and announcement systems, CCTV, and automatic fare collection.

Sustainability is a core component of the project, both in shifting commuters from cars to metros, and by reducing the network’s consumption of energy.

“The Doha Metro will be a real solution to traffic congestion, and the Metro’s efficient operations will save energy. Furthermore, Thales signalling systems will enable operators to adjust operations depending on consumption of electricity,” said Arnaud Besse, marketing and communications director for Urban Rail Signalling at Thales.

When complete, the metro network will cover 85km via 37 stations. A fleet of 110 fully automated trains will traverse the network, connecting Hamad International Airport, the Old City, and the inner suburbs of Doha.

“The Red Line has already started operating. It will be the longest line, with 18 stations over more than 40 kilometres. The Gold Line, made up of 11 stations, is also in service. Both lines have already enabled the operator to serve commuters and tourists,” said Jean Saupin, general project manager for the Doha Metro.

The last metro station, Legtalifiya Station is expected to open later in 2020, to connect the Metro with the to be finished Lusail Tram.

The four projects shaping Australia and New Zealand

Four “nation shaping” projects are contributing to Australia and New Zealand’s substantial infrastructure pipeline. Their project directors gave overall updates on these major transport projects at AusRAIL PLUS 2019.

CROSS RIVER RAIL

While Queensland has enjoyed significant population growth in recent years, nearly 90 per cent of that growth has occurred within South East Queensland (SEQ). This region is expected to further increase its population by around 1.5 million over the next twenty years.

Cross River Rail will address a major bottleneck within this region. As such, it is Queensland’s highest priority infrastructure investment and the government has allocated $5.4 billion towards the project.

Currently, there is only one inner-city crossing over the Brisbane river and just four inner-city stations. Cross River Rail will unlock the bottleneck by providing a second river crossing, therefore doubling the capacity of the network and allowing more trains to run more often, as well as integrating with roads and bus services to enable a turn-up- and-go public transport system across the whole of SEQ.

The project incorporates a 10km rail line from Dutton Park to Bowen Hills, which includes 5.9 kilometres of twin tunnels under the Brisbane River and the CBD, with four new underground stations. A new European Train Control System (ETCS) signalling system is also being delivered to improve safety and assist in managing capacity constraints in the network. Numerous station upgrades between the Gold Coast and Brisbane and three new stations at the Gold Coast end the network are also planned.

Cross River Rail Authority’s program director David Lynch says early works have now been officially completed, though these are relatively small in the overall scheme and context of the project.

“Our procurement processes are essentially complete as of the end of October, and construction is now underway across all three packages, with four to five years of construction and commissioning ahead,” Lynch said.

“All major work sites have now been handed over to the contractors.”

The mammoth project will be delivered under three major infrastructure
packages of work: the Tunnel, Stations and Development (TSD) public-private partnership (PPP); the Rail, Integration and Systems (RIS) alliance; and the European Train Control System (ETCS).

The TSD PPP will deliver the underground section of the project, including the tunnel from Dutton Park to Normanby and the construction of four new underground stations. It includes the associated mechanical, electrical and safety systems, such as vertical transportation for passengers at underground stations, above and underground track work, tunnel portals and dive structures, traction power systems and rail operation and control infrastructure. The package also includes a property development opportunity above Albert Street station.

It will be delivered by the PULSE consortium.

The RIS “UNITY Alliance” will deliver the design, supply and installation of the supporting rail system, including rail civil and electrical works, rail operation systems and controls, as well as rail signalling and communications work. The alliance will also deliver accessibility upgrades to six suburban stations. The alliance will be responsible for the integration of Cross River Rail into Queensland Rail’s train network.

The ETCS signalling system will be introduced to enable increased capacity
on the network. It will be rolled out over several stages starting with a pilot program on the Shorncliffe Line in 2022 with early works commencing in late 2019. As part of these early works, trains and tracks will be fitted out with ETCS equipment which sends continuous data about the position, direction and speed of trains and enables the system to calculate a safe maximum running speed for each train. The ETCS will be delivered by Hitachi Rail STS.

Cross River Rail is being delivered with the help of Project DNA, the CRRA’s Project Digital Network Approach.

“It is a complete digital twin of the Cross River Rail project. Now, we are currently working in the space of 3D and 4D, but developing additional dimensions as we move forward.”

Lynch explains how the digital twin was developed, “where previously we built separate systems and models, here we’re using a common data environment.”

“Essentially, it is one model with multiple applications to be used by multiple
teams, so whether in the space of project delivery, program controls, communications and engagement or future precinct and planning and delivery, we’re using the one integrated model.”

The model is built in three layers according to Lynch, the first being the Building Information Modeling (BIM) at the core of the model.

“The second layer gives us geographic information system (GIS) mapping, which enables us to move from the 2D into the 3D environment, while the third layer uses the unreal gaming engine to provide an interactive and virtual reality experience.”

The collaborative approach enabled by Project DNA helps in the design, construction, management and operation of the assets built, says Lynch. It will also improve the on- time and on-budget delivery of the project.

The first stage of demolition for the Cross River Rail has commenced and Cross River Rail is now well into the delivery phase. An 85-metre tower crane will be used to bring down three buildings at the Brisbane Transit Centre site. Each building will be demolished level by level, which will take up to a year.

METRONET

A historic lack of investment into public transport resulted in the significant sprawl of Western Australia’s capital city, particularly north-south along the coast. This is why the Metronet initiative, the single largest investment in Perth’s public transport, is about unlocking the latent capacity within the existing network, according to executive director of Infrastructure, Planning and Land Services Owen Thomas.

Thomas says that, ultimately, the initiative will close to triple the capacity of the existing network through targeted investments, including a high capacity signalling system and more trains.

Metronet is the state government’s long- term plan, equally focused on transport infrastructure as on land use outcomes, which will see new communities created as a result of investment. The underpinning target is a 45 per cent increase in dwellings near high frequency transport infrastructure by 2031. As part of delivering against that, the state’s Department of Communities, which largely delivers social housing, is targeting their investment program around specific Metronet sites as part of a social and affordable housing package.

Fundamentally, the initiative involves the creation of 72km of new railway, up to 18 new stations, the removal of eight level crossings, the replacement of the ageing A series rail car fleet and acquisition of an expanded fleet of 246 new C-series railcars, and the optimisation of nearly 5000 hectares of land.

According to Thomas, the most significant and challenging aspect of the project is the implementation of the communications- based train control (CBTC) across the network.

The final business case for the system is currently under consideration. According to Thomas, once it is rolled out, the signalling system will enable more frequent services, every 4 minutes in peak.

Through early works, Thomas says that his transport infrastructure team, working in conjunction with the station precincts development team, have found that it will take $20-$25 million for other enabling infrastructure, such as utilities, to be delivered at the stations.

“We’ll likely see the rail infrastructure delivered within four to five years from the project commencement, but regarding the longer-term outcomes, we will not see many of the station precinct developments on site until up to 15 to 30 years away. So, one of the key challenges is how to incrementally stage those outcomes so that you get the long-term benefits you want but don’t have a sterile station environment from day one.”

In late December, “NEWest Alliance” was awarded a major Metronet contract
for $1.25bn, to deliver the Yanchep Rail Extension and the Thornlie-Cockburn Link. The consortium comprises CPB Contractors and Downer, who will start construction work in mid-2020.

The project will add 17.5 kilometres of rail to connect the Armadale and Mandurah lines through existing stations at Thornlie and Cockburn Central. The new link will include two new stations at Ranford Road and Nicholson Road.

The Thornlie-Cockburn Link will be the first east-west connection between rail lines on the Perth network. It will involve replacing a pedestrian level crossing with a footbridge, duplicating the Canning River Rail Bridge, and modifying the Ranford Road Bridge.

The Yanchep Rail Extension will deliver the last proposed section of the Joondalup Line, from Butler to Yanchep, along a 14.5km route. It will public transport journey times by at least 30 minutes to and from the city.

It’s estimated that by 2031, the Thornlie- Cockburn Link and Yanchep Rail Extensions will serve a population catchment of 400,000 people.

Downer EDI was named as the preferred proponent to build the major rail components at one of Metronet’s level crossing removal projects, at Denny Avenue.

This level crossing removal will be delivered through two design and construction contracts and will include raising more than 800 metres of track and associated infrastructure to enable a new road underpass.

Early works on the project began in 2019 with geotechnical testing, demolition of buildings and removal of a number of Railway Avenue trees. Utility relocation will start in early 2020.

Also in late December, Jacobs was named the preferred proponent to create the business case for the removal of the other six level crossings on the Armadale Line. Preliminary planning identified the potential for more crossings to be included in the project scope.

“[2020] is shaping up to be a defining year for Metronet construction. Perth will have six Metronet projects under construction at once, creating thousands of local jobs and opportunities for local business,” said premier Mark McGowan.

The other major Metronet contract, to deliver the main works for the Morley- Ellenbrook Line, will not be announced until late 2020.

The Morley-Ellenbrook Line will connect the north-eastern suburbs to the broader rail network and is the signature Metronet project. It will include 21km of rail, new stations, two underpasses to allow the rail line to enter and exit the Tonkin Highway median, associated infrastructure to connect to the existing line, road and bridge reconfiguration works and integration across other projects.

Due to the complexity of the Morley- Ellenbrook Line project, the works are divided into four packages, including the Bayswater Station Upgrade (to be awarded in early 2020), the Tonkin Gap project (civil and structural works to allow access in and out of the Tonkin Highway, to be awarded in mid-2020), the forward works and the main works.

The forward works will be delivered under a series of standalone contracts, managed by the PTA and will include geotechnical field investigations, survey works, and the relocation and protection of the in-ground and overhead services of both the PTA and third-party assets.

Main works will be delivered through a competitive alliance contract. It will include the design, construction and commissioning of rail track, systems and five stations. This will include bulk earthworks and retaining, structures, grade separations, roads and drainage.

CITY RAIL LINK

From transferring 14, 000-tonne historic buildings to new foundations to avoiding volcanic lava flows, the Auckland City Rail Link (CRL) project has been one of the more challenging transport infrastructure projects in the Australian/New Zealand pipeline.

Similar to other jurisdictions however, Auckland has had a significant population increase. Since 2010, Auckland’s population has risen by 50 per cent.

“We were at a stage where the road network was unable to cope,” City Rail Link’s CEO, Dr. Sean Sweeney, said.

When a new station was built in 2003, it took until 2014 for the line to be electrified and new rollingstock provided. This resulted in the doubling of patronage numbers.

“That passenger growth has continued ever since and City Rail Link has an ever-increasing need for public transport.”

Construction towards the $4.4bn project officially commenced in 2018 with preliminary works ongoing since 2016. Its scope consists of the construction of twin 3.5 km long double-track rail tunnels underneath Auckland’s city centre, between Britomart Transport Centre and Mount Eden Railway Station.

Two new underground stations will be constructed at Aotea and Karangahape. Britomart will be converted from a terminus station into a through station and Mount Eden Station will be completely rebuilt with four platforms to serve as an interchange between the new CRL line and the existing Western Line. Wider network improvements are also part of the project.

It is slated for completion by 2024.

“Similar to Sydney and Melbourne, we’ve got some form of a loop. The Western line and the Southern line converge at one railway station with the Eastern line, so all of Auckland’s rail traffic goes into the Britomart station and then basically stops there so that the trains get backed up, full or not,” Sweeney said.

“Essentially, what City Rail Link is seeking to do is make Britomart a through station and extend the line back up to the rail network so you can run trains in both directions. Then, by enabling longer, nine car trains, with longer platforms, we can triple the capacity of the rail network.”

This means increasing capacity from 14,000 pph to 54,000 pph into the CBD, allowing for a train every ten minutes in peak.

“By our calculations that’s the equivalent of 16 lanes of traffic into the city centre in peak,” Sweeney said.

This will double the number of people within 30 minutes of NZ’s biggest employment hub, bringing with it significant commercial and residential opportunities around stations.

Though early works commenced in 2016, Sweeney explains that about 10 years ago a forward-thinking Auckland mayor decided to start the project without funding from central government.

“This project had quite an unusual start. The mayor realised that to make Britomart a through station someone had to start building tunnels underneath the city, so Auckland council went out and started construction without central government support which was a very brave thing to do.

“They managed it with a whole range of contracts and multiple contracting types, which made it a little bit confusing but it was what they had to do to get going, and it’s gotten off with different forms of construction, bored tunnels, cut and cover tunnels, etc. There’s a really complex grade separation into existing railway lines.”

One of the challenges for the project is that Auckland is built on volcanoes “some of which erupted as recently as 800 years ago, which is very recent geologically”.

“So, to try and avoid some of the recent lava flows we built an incredibly complex geological model. We used the information that was available to us to plot the safest route. We used this model to locate the top striations, so to avoid some of the most recent lava flows. That was a very complex investigation and we have made that model available to the bidders.”

Another challenge is the current size of the infrastructure pipeline across a number of sectors in Australia and New Zealand.

Over an eighteen-month period, Sweeney tracked the pipeline from $80bn in September 2017 to more than double that in August 2018, and then $220bn in February 2019.

“I’ve never encountered this extent of growth and the way that this complicates what we have to do and the effect it has on our market is a real stretch. Certainly, historically New Zealand has built very little in 20 years and so, even getting major international contractors to take us seriously and come and bid for us was a big piece of work.”

However, early works are now “pretty much completed” according to Sweeney.

Moving forward, the agency has wrapped up the outstanding works – including the remaining tunnels, stations and rail systems infrastructure, as well as the related wider network and tracks – into one contract, Contract 3, to be delivered by a “Grand Alliance”.

The alliance consists of: Downer, AECOM, Tonkin + Taylor, WSP Opus, Soletanche Bachy, and Vinci Construction.

In October 2019, the demolition of thirty empty buildings demolished near the Mt Eden railway station began. This will ensure space for the construction of the southern portal for the City Rail Link’s twin tunnels. The cleared site will be used as a staging area for a Tunnel Boring Machine and other machinery.

The first phase of this demolition is due to be completed in March 2020 , and is being managed by the alliance.

MELBOURNE METRO

During January, works towards Melbourne’s metro tunnel ramped up with crews working throughout the month to excavate the final section of the tunnel’s entrance and make room for the new track which will connect existing lines to the tunnel.

The crews will complete major concreting works at the tunnel entrance, pouring the final sections of the tunnel roof slab and installing the tunnel support structures.

“It’s now two years since we signed the contract and we’re well up and running at seven construction sites along the alignment,” Tunnel and Stations package director at Rail Projects Victoria, Linda Cantan, said.

As package director Cantan has overseen the procurement and contract negotiation for the $6bn package to build five new underground stations as well as the tunnel itself. She is responsible for managing the contract throughout construction.

A number of companies are building the tunnel, and construction is split across several work packages.

Early works to relocate services and prepare the construction sites were delivered by John Holland KBR. New tunnels and stations are being built through a Public Private Partnership, named the Cross Yarra Partnership consortium which includes: Lendlease Engineering, John Holland, Bouygues Construction and Capella Capital. Yarra Trams will deliver tram infrastructure works.

Rail systems including signalling and systems integration work will be provided
by CPB Contractors and Bombardier Transportation, while a consortium comprising John Holland, CPB Contractors and AECOM will deliver rail infrastructure works including the tunnel portals and realignment of existing rail lines.

The project is projected to be complete by 2025.

“We’re creating is a dedicated rail line between Sunbury and Dandenong. People ask why a dedicated rail line, by taking capacity out of the city loop we free up extensive capacity through the rest of the rail network.”

The Melbourne Metro Rail Project includes twin nine-kilometre rail tunnels between South Kensington and South Yarra and five new underground stations.

The project will take three of the busiest train lines (Cranbourne, Pakenham and Sunbury lines) through a new tunnel under the city and thus free up space in the city loop to run more trains in and out of the suburbs.

“We have 4 tunnel boring machines doing our tunnelling, which were launched from our two logistics sites at North Melbourne and Anzac Station. Meg and Joan are travelling out to the west at the moment.

“Joan has travelled 470 metres out of north Melbourne, and we’ve had to negotiate the city link viaduct under the Mooney Creek. Meg has gone about 137 metres. We’re also travelling along all of the rail network, so extensive work is needed to make sure we’re doing that in a safe way. To date progress has been very good and in fact the grand settlement has been better than predicted.

“On the eastern side of the alignment, we have Millie and Alice who will launch early next year. They’ve been delivered to Domain, beside Anzac station, and will launch in the first half of 2020. They will be heading out to the eastern portal, then be retrieved and brought back to be relaunched and head towards the city.”

“We’re in quite a narrow corridor and have retaining walls to build to ensure that there’s no settlement of the existing tracks, but we’re working in a very tight environment to create those exits and entrances to the tunnel structures. The PPP is constructing a shaft in that area for the TBM retrieval early in 2020.”

“We’re developing these stations for ten car, high capacity metro trains, which will be procured under a separate PPP. As such our construction boxes are about 250 metres long and the width, depending on the station, about 25 to 30 metres,” Cantan explains.

The Eastern tunnel entrance stops beyond South Yarra station as there is not enough room in the corridor.

“What we’re trying to do here is to put another two train lines in a very congested corridor, where we have multiple train lines coming in from the South East.

“This is another area where we have our Rail Infrastructure Alliance working alongside the PPP. The PPP can build their shaft, that will be used for the extraction of the TBM, right next to where the Rail Infrastructure Alliance are doing the cut and cover structure.”

“We’re now underground in a lot of locations so I keep saying to people: be patient with us because we don’t open till 2025, but we’re now underground, tunnelling, excavating and starting the build out of our stations,” Cantan concludes.

Light Rail 2020 agenda to engage with current project pipeline

With one week left until Light Rail 2020, the conference agenda and proceedings are firming up, with light rail projects around the country passing milestones and announcing major components of their delivery.

Newcastle Light Rail recently celebrated its one-year anniversary, after carrying its one millionth passenger in December, 2019. In Sydney, the CBD to Randwick line carried two million passengers in just two months, with the spur to Kensington expected to open in March.

In the ACT, the government has announced that trams will travel along wire free tracks to preserve heritage vistas, and will travel over grassed sections, further committing the project to sustainable outcomes, having already sourced its power from renewable energy.

In Melbourne, an upgraded tram terminus opened to serve the city’s expanding fleet of new vehicles.

With these announcements occurring in the lead up to Light Rail 2020, the conference will be the forum for the discussion of the variety of operational approaches, and the appetite for Australian governments and transit authorities to continue to invest in the transport mode.

Confirmed sessions include seminars on data, integration, and customer service; safety and accessibility; corridor design to reduce collisions; on-board energy storage; and updates on key projects.

As these projects move into operational stages, the next generation of rail professionals will be needed to ensure their longevity, and young rail professionals under 35 receive a 50 per cent discount on registration.

Key sessions are:

  • Data, integration and customer service;
  • Modernising safety; operational excellence and accessibility: Adapting to melbourne’s growing needs;
  • Global safety developments and innovation in light rail;
  • Tram corridor design, configuration and strategies to minimise tram collisions;
  • Sustainable innovation in power and automation: On-board energy storage systems (OESS) in light rail;
  • Light rail and rejuvenation industry panel;
  • Parramatta Light Rail: The contract model and key learnings to date;
  • Sydney Light Rail;
  • Successfully delivering technology to the Sydney Light Rail project;
  • Canberra spotlight;
  • Canberra’s light rail network: Lessons learnt, stage 2 and beyond; and
  • Benefits of early collaboration and system integration.

To register, click here.

ATSB on scene of fatal XPT derailment

Australian Transport Safety Bureau (ATSB) investigators are on the scene of an XPT train derailment north of Melbourne. The derailment claimed the lives of two rail employees and injured several passengers on Thursday evening.

A NSW TrainLink XPT travelling from Sydney to Melbourne derailed near the Hume Freeway at Wallan, roughly 50kms outside of Melbourne, just before 8pm on Thursday evening.

The express passenger train was carrying 153 passengers and five crew at the time of the derailment. Two of those crew members – the driver and the pilot – were killed in the derailment.

Senior ATSB investigators arrived at the scene shortly after 9am Friday morning to commence the formal investigation that will involve Victoria’s Chief Inspector.

Federal and state government officials have confirmed that the ATSB, Work Safe, and the Office of the National Rail Safety Regulator (ONRSR) will conduct a full and thorough investigation to establish the cause of the incident.

Deputy Prime Minister Michael McCormack said no authority in Australia would allow a train to travel on an unsafe track as “the ARTC monitors these things very closely and regularly”.

Michael McCormack said investigations will look at every factor, including examining the speed limit, signalling, track maintenance, and interviewing witnesses.

“The track will not be reopened until everything has been looked at properly by authorities,” he said.

Greg Hood, Chief Commissioner and CEO of ATSB said they will start their investigation straight away once Victoria Police hand over custodian to investigators.

“All evidence will be gathered and examined in the next week or so,” Hood said.

Hood said ATSB will endeavour to release a preliminary report in the next 30 days and a full investigation report will follow.

Victoria Police have confirmed the two fatalities in the crash were the driver, a 54-year-old ACT man, and the train pilot, a 49-year-old Castlemaine woman. Dozens of passengers were taken to Northern and Kilmore hospital for minor injuries following the incident.

Acting inspector Peter Fusinato said the initial investigation will take days and must be completed before the wreckage can be cleared.

The derailment caused the train’s engine and first carriage to be left on their side opposite the track. Both the driver and the worker were in the same area of the train when it came off the tracks.

The standard gauge track is operated by the Australian Rail Track Corporation (ARTC) and has been damaged due to the derailment.

An ARTC spokesperson said services are suspended until further notice, to allow emergency services to respond to a train derailment.

“We are working hard to support emergency services, NSW TrainLink, and investigators to respond to this tragic accident,” the ARTC spokesperson said.

This incident follows a freight train wagon derailment earlier this month in Barnawartha located south of Wodonga, Victoria that caused 1800 damaged sleepers and 180 metres of damaged rail. 

Public Transport Minister Melissa Horne said she had written to the Australian Rail Track Corporation to continue with works on lines in the region after the Barnawartha incident three weeks ago.

“If it’s at all relevant, it will be looked at in the context of this investigation,” Hood said.

James Pinder, V/Line chief executive said the section of track was a “particularly complicated part of the infrastructure” because V/Line trains run alongside XPT trains.

“There are separate signalling systems for the different tracks,” he said.

Pinder confirmed V/Line was operating on the track on Thursday, before the Sydney to Melbourne service derailed.

Paul Toole, NSW minister for regional transport said the government can not speculate what investigations will find.

He said agencies across both Federal and State levels will be working closely together during this situation.

The Victorian Department of Transport said services on the Seymour, Shepparton and Albury lines would be affected by the incident today. The line is expected to remain closed for several days.

Ongoing track fault and delays between Albury and Southern Cross stations had been reported by V/Line’s social media updates in recent days leading up to the incident.

The train left Sydney’s Central Station at 7.40am Thursday morning and was running more than an hour late at the time the accident happened. It was due to arrive at Southern Cross Station in Melbourne at 6.30pm.

Several passengers said the train was gaining speed at the time of the accident after being stopped due to a signalling issue.

One passenger told The Age that signals should have alerted the driver to slow down to be able to move into the side track, but he did not notice the train slowing prior to the derailment.

Four hours before the incident yesterday, the Seymour V/Line Twitter account said the 12:45 Albury to Southern Cross service would be delayed by approximately 70 minutes due to an “ongoing rail equipment fault near Wallan”.

Infrastructure Australia said in December last year that the ARTC’s business case for an upgrade of the Melbourne-Albury North East Rail Line should not be ­included on its national priority list.

The business stated that Victoria’s regional trains had a self-imposed speed limit of 15km/h on the entire line from Melbourne to Seymour, due to “poor track quality” including mud holes and tight rail alignments.

Last year the Victorian and Federal Government committed $235mil to upgrade the North East line, due to be completed by 2021.

The Border Mail reported on Thursday that north-east train travellers were being asked to allow an extra 60 minutes for trips after a signal hut at Wallan was destroyed by fire earlier this month.

Luba Grigorovitch, Rail Tram and Bus Union (RTBU) state secretary said the section of track was awaiting maintenance.

“Conditions were altered and V/Line drivers rightly refused to traverse this section over the past week,” she said.

“The RTBU is deeply saddened by the tragic accident that has taken the life of two rail workers and unnecessarily injured many more.

“Today marks a difficult day for drivers and rail workers across the state and the RTBU will be here not only to offer support but to ensure a thorough investigation is undertaken.”

The union had refused to operate in that area because it believed the tracks were degraded.

Danuek Bowen from the Public Transport Users Association said serious accidents on the Australian rail network are very rare, “but that makes it even more important to investigate the cause”.

Emergency crews, including from CFA and SES, scoured the tracks and surrounding scrub until 10am Friday morning.

Ambulance Victoria stated that an air ambulance was not required at the scene and a number of people did not require treatment. One passenger was taken by road to the Royal Melbourne Hospital in a stable condition.

The front locomotive carriage remains on its side as the train has not been moved from the position where it derailed.

Results from an engineering report will determine when it’s safe to travel trains on the line again.

Toole confirmed that the NSW regional rail fleet of XPT are 38 years old and have served their purpose. The aged fleet will be replaced in 2023 as part of the $2.8b upgrade with  Momentum Trains.

The Express Passenger Train (XPT) travels between Sydney, Melbourne, Brisbane, Dubbo, Grafton and Casino.