Keolis Downer is now operating Adelaide’s train network. The first services run by the new operator began on January 31. Read more
The National Rail Safety Regular has accredited Keolis Downer as an operator of heavy rail services, ahead of the handover of Adelaide Metro train services to the private operator on January 31. Read more
South Australian Minister for Infrastructure and Transport Corey Wingard has confirmed that Keolis Downer will begin operating the Adelaide’s heavy rail network as of January 31. Read more
The South Australian government has confirmed that 83 staff drivers will take up an employment offer from Keolis Downer to drive trains once Keolis Downer begins operating the Adelaide passenger network at the end of January. Read more
From shop floor to c-suite, Robert Tatton-Jones brings a lifetime of rail experience to the management of Adelaide’s rail services.
The finalisation of electrification works on the Gawler Line has been delayed and costs have increased by $100 million. Read more
The South Australian government has announced the launch of the Adelaide Metro Customer Satisfaction Survey to understand how passengers perceive public transport services in Adelaide.
The twice-yearly survey will cover trains and tram services, as well as buses and metrics will include behaviour of staff, cleanliness, availability and accuracy of information, and driving behaviours.
Keolis Downer has been awarded the contract to operate and maintain Adelaide’s train services.
The eight-year contract begins on 31 January, 2021 when Keolis Downer will operate Adelaide’s six lines and a fleet of 92 railcars.
South Australian Minister for Infrastructure and Transport Corey Wingard said the contract involved improvements for passengers.
“Keolis Downer will operate Adelaide’s train services for an initial eight-year period under a performance-based $2.14 billion contract focused on delivering significant improvements to the customer experience.”
Wingard said that Keolis Downer will implement a digitalised work platform for Passenger Service Assistants to enable them to spend more time with passengers.
The contract is the first heavy rail operations contract for the Keolis Downer joint venture. The company operates light rail in Melbourne, the Gold Coast, and Newcastle, as well as buses in NSW, Western Australia, South Australia and Queensland.
According to David Franks, CEO of Keolis Downer, the operator hopes to improve customer services and increase the use of public transport in Adelaide.
“As a local public transport operator in South Australia for the past 20 years, we are excited to continue our partnership with DIT to deliver better train services in Adelaide,” Franks said.
“We are committed to partnering with local stakeholders and organisations to create value in South Australia and deliver the Government’s vision of a sustainable, revitalised train service for the people of Adelaide.”
Adelaide has seen steady growth in patronage on the rail network since 2014, when the Seaford and Tonsley lines were electrified. Further electrification of the Gawler line is currently underway.
“The electrification of the Gawler line is underway and through this project we will be introducing new electric trains with increased capacity,” said Franks.
The Tonsley line is also currently being extended, connecting Flinders University and Medical Centre to the rail network.
“These initiatives are real game changers and will transform the rail network. We are proud to be part of this journey with DIT,” said Franks.
Wingard highlighted that the state government retained ownership of infrastructure and and controls over aspects of the service.
“The state government still owns all the rail assets including tracks, trains and stations and will continue to have control of fare price, revenue, and standards for service levels.”
Keolis Downer was one of three consortiums shortlisted for the contract. The others were Adelaide Next, a consortium of Deutsche Bahn and John Holland with Bombardier as a subcontractor and TrainCo, a consortium of Transdev and CAF.
Melbourne’s iconic tram network operates across 250km of double track. Xavier Leal from Keolis Downer shares Yarra Trams’ latest innovation strategy that is digitising the network’s 5,000 daily services.
The world’s largest operational tram network has been transporting passengers in Melbourne for over one hundred years. Xavier Leal, manager of innovation and knowledge at Keolis Downer, acknowledges that operations throughout the urban tram network have considerably advanced since the first tram line was pulled by horses in 1884. As the operator of Yarra Trams, Keolis Downer has been investing in its digital strategy to prioritise data collection and improve passenger experience.
Leal has almost fifteen years of experience in strategy and innovation management. Since he joined Yarra Trams in two years ago, he has been driving forward innovations in the business that support enhanced passenger experience, operational effectiveness, and safety in the network.
Before his current role at Keolis Downer, Leal worked in the mobility and transport sectors in Europe. He has led a wide range of international projects that explored digital innovations and defining technology diffusion processes. His previous projects include developing innovative information and technology services, including T-TRANS and Collective Intelligence for Public Transport in European Cities (CIPTEC). Leal said Keolis Downer leverages its worldwide operational experience to explore innovations in smart cities through a digital mobility observatory.
Leal highlighted that it is important to note the difference between tram networks in Europe and Melbourne to understand how investment in processes will allow Melbourne to set an international benchmark for light rail infrastructure.
“Melbourne has a unique tram network. Trams elsewhere don’t have the same challenges that we have here. Not only is it the world’s largest operational tram network with over 250km of track and more than 1,700 stops across the city, but 75 per cent of the network is shared with road vehicles,” Leal said.
This means trams do not have separated corridors on Melbourne roads and operate amid buses, cars, cyclists, and pedestrians. This brings particular challenges with safety and operational performance, particularly travel times. Melbourne’s tram network could run more efficiently. To enhance network capability, Yarra Trams have used technology to enable faster services.
However, due to the nature of having assets distributed widely across the network, including the vehicles themselves, stations, and other monitoring points, there is the potential for the accumulation of digital data to support the more efficient operation of the network. Yarra Trams has recognised this, and is looking to digital innovation, with a number of projects deployed to target priorities including faster travel times, reduced disruptions, and customer safety. These initiatives include digitising asset management through real time-based platforms, to exploring crowdsourcing of data for safety and unplanned disruption management.
One project that Yarra Trams has trialled is the on-board collection of image-based data on traffic. In developing the technology, Yarra Trams took a consultative and collaborative approach by incorporating feedback from multiple stakeholders which come into contact with the relatively open network.
The development team looked to how they could incorporate real time data on traffic volumes to maximise operational efficiency and passenger experience. However, solutions were not always going to come from within the organisation, and Yarra Trams looked for partners who could enable this digital data project.
“Effectively engaging with the innovation ecosystem is another critical success factor to maximise digital technologies,” Leal said.
Keolis Downer collaborated with the Australian Integrated Multimodal Ecosystem (AIMES) to procure Toshiba’s traffic sensing technology. Leal said the data collection and analysis system was based on image processing and deep learning technology in a smart transport cloud system. A trial of traffic sensing by on-board unit (OBU) based image processing technology took place in March 2019 with two C2 trams travelling on route 96 from Brunswick East to St Kilda Beach.
Leal said the trial tested the capability of the technology to detect various states of traffic by deploying image processing techniques and transmitting the results to a cloud system. The OBU could detect traffic in terms of volume, vehicle queues, vulnerable road users, pedestrians and obstacles.
HD cameras captured real time traffic and processed and measured the information as it happened. The information collected from vehicle queue lengths waiting at red signal and pedestrian flow assessed traffic conditions to
a degree, while also detecting obstacles and service adjustment.
The OBU system consists of three units, a stereo camera, image processing hardware, and a signal divider. The OBU system sends detection results back to a central server. These results include images that have been tagged with GPS data. The trail enabled Yarra Trams to obtain geographically precise data to illustrate issues in the network in real time, enabling faster responses and comparisons with historical data.
The digital data collected throughout this trial may allow traffic management and operation control staff to instantly evaluate risks as well as predict needed safety measures.
“It was a successful project,” said Leal. “We assessed the system capabilities
to detect traffic volumes, vehicle queue lengths at intersections, pedestrian crowd volume detection and estimation around tram infrastructure. Now we are discussing with Toshiba, government stakeholders, and Melbourne University researchers the next steps to further evolve the system,” Leal said. Leal is proud to pioneer the use of digital data to evaluate complex transport networks. He said it’s not uncommon for large networks such as the Melbourne tram network to experience unplanned disruptions, so managing data from Yarra Tram allows a clearer understanding of behaviour of motorists, pedestrians, and other vehicles which the network comes into contact with.
Leal said trams and light rail services are the lifeblood of Melbourne, as they are the primary mode of public transport for inner suburban residents. Globally, more than 200 cities are now recreating, building, or planning tram networks. If the Melbourne network were to be rebuilt today, it would cost more than $20 billion and take several decades to complete.
“It’s important to us to have a holistic approach to our digital strategy, that leverages Keolis’s expertise in mobility and digital technology with a robust data management platform that aligns with the Department of Transport’s systems and tools,” Leal said.
“We are increasingly gaining more data flowing from digital channels. From a passenger experience perspective, it is important for us to integrate reporting capabilities with analysis of inputs coming from diverse channels,” Lead said. He said the company expects these channels to grow and further diversify as new streams of data and incorporated into the network.
“We are committed to keep pushing for further integration of information and data to ensure the right actions are taken to enhance Melbourne’s dynamic network,” he said.
The NSW government has released a summary report of the strategic business case for the extension of the Newcastle Light Rail.
The summary concludes that the most suitable route for an extension would be from Newcastle Interchange to the John Hunter Hospital via Broadmeadow, however there is “no urgent need” to extend stage one, following from economic assessments of an extension.
In preparing the strategic business case for the extension of Newcastle Light Rail, Transport for NSW identified 17 corridors, with four priority corridors chosen for further investigation. The four priority corridors all lead from Newcastle Interchange and radiate out to Wallsend, Mayfield, Charlestown, and John Hunter Hospital, via Broadmeadow.
The route to John Hunter Hospital was preferred due to a series of factors: the development of the Broadmeadow Urban Renewal and Entertainment Precinct, as well as the John Hunter Hospital redevelopment; the 1.15 per cent per annum growth in employment, the highest of any of the corridors; the need for public transport connectivity to John Hunter Hospital; the economic potential of the corridor; and the potential to fast track the development of new housing along the corridor.
“The preferred corridor has the potential for better employment growth, more housing and higher public transport usage than other potential routes,” said a Transport for NSW (TfNSW) spokesperson.
“It would also support the future Broadmeadow Urban Renewal and Entertainment Precinct and the redeveloped John Hunter Health and Innovation Precinct; important strategic centres for lifestyle and specialist employment opportunities in Newcastle.”
Despite these advantages, the strategic business case found that due to the pace of transformation in the Newcastle City Centre, dedicated bus corridors could be implemented in the shorter term, and then upgraded to light rail in the future.
“Transport will also investigate the initiatives identified in the 2018 Greater Newcastle Future Transport Plan, such as rapid bus and bus headstart initiatives, to deliver improved transport services in the area,” the spokesperson said.
The summary report identifies a number of reasons to continue to invest in public transport in Newcastle. In particular, Newcastle has a lower share of public transport usage than Sydney and Wollongong, the lack of visible connections between the city and employment clusters such as the John Hunter Hospital, and the need to manage population growth in Newcastle, which is forecasted to increase by 20 per cent in the next 20 years.
When conducting the economic analysis of the options, the report found that the route to John Hunter Hospital had a positive benefit cost ratio, however there were constructibility issues, particularly the steep gradient up Russel Street.
“Further investigations are needed to determine an alignment that is safe and technically feasible, particularly given the steep gradient between New Lambton and the John Hunter Hospital,” said the TfNSW spokesperson.
The existing Newcastle Light Rail has been credited as reshaping the city centre in Newcastle and driving urban renewal along its route.
Operated by Keolis Downer as part of the Newcastle Transport integrated transport provider, since its installation in early 2019, the Newcastle Light Rail has carried over a million passengers and public use across the entire network in Newcastle and Lake Macquarie in 2019 was 23 per cent higher than in 2018.