While all elements of the rail sector felt the impact of COVID-19, no company would have responded in an identical way. Read more
Australia has the opportunity to harness the current project pipeline to improve rail manufacturing productivity, a new report has found.
The report, Finding the fast track for innovation in the Australasian rail industry, authored by L.E.K. Consulting on behalf of the Australasian Railway Association (ARA), highlights that rail innovation needs to be a national priority, and not fragmented between different state-based policies.
Caroline Wilkie, CEO of the ARA, said that the current investment in rail plus the renewed federal focus on manufacturing meant that the conditions were right for a rail manufacturing resurgence.
“The rail industry is expected to invest $155 billion in the next 15 years and we have to make that investment count,” Wilkie said.
“The world-first introduction of autonomous trains in the Pilbara region is just one example that shows Australia has the capability to lead the way on rail innovation.
“But the policy settings must be right to support innovation and technology adoption across the industry at a whole.”
Wilkie said that despite Australia having a large market for rail and the required network size, differing policies on local content in various states meant that the local manufacturing industry would struggle to compete.
“The international experience has shown that where governments lead a focus on rail innovation, private investment follows,” she said.
“We have the projects in the pipeline and we have the network scale to make rail innovation a real success.
“All we need now is for a true national focus to bring government and industry together to make the most of this opportunity.”
With the closure of the Rail Manufacturing CRC earlier in 2020, the Australian rail industry has lacked government funding for innovation specific to rail. The report found that Australia was also falling behind in comparison to other countries, with only one per cent of the world’s rail patents in 2019 coming from Australia.
In a report released at the beginning of this week, the Rail Manufacturing CRC reviewed projects that it had completed and highlighted the potential for further innovation.
“Australia’s research sector is world class and there exist many opportunities for the rail sector to utilise Australia’s R&D capabilities. With the closure of the Rail Manufacturing CRC, there will be a need for both government and industry to consider new models to support ongoing innovation,” said Stuart Thomson, CEO of the Rail Manufacturing CRC.
The report highlights four ongoing challenges for the rail industry. These include the need for national harmonisation, industry co-investment in R&D, the support for a culture of innovation, and the need to secure future funding for rail R&D.
“There exist significant opportunities for the sector to increase local manufacturing, develop supply chains and to train and educate a highly skilled workforce, however Government intervention and support will be required,” the report highlights.
Wilkie said that the industry was at a critical juncture.
“We run the real risk of being saddled with an inefficient, outdated rail network if we don’t support greater innovation and technology adoption to deliver the best possible outcomes for Australian rail users.”
Two contracts have been awarded for the delivery of works for Auckland’s City Rail Link.
Known as C5 and C7, the contracts have been awarded to delivery consortium Link Alliance and are within the existing project budget.
C5 primarily involves the connection between the new line from Britomart, via Aotea and Karangahape, to the existing line at Mt Eden. Where the CRL meets the North Auckland Line at Mt Eden, the twin track split into two branches, eastbound and westbound, said Francois Dudouit, project director for the Link Alliance.
“This requires changing the vertical alignment of the NAL tracks and partially the horizontal alignment, meaning replacement of tracks and overhead line equipment (OHLE) on more than 1km of the North Auckland line,” he said.
“It also requires retaining walls to transition from the existing NAL track level to the CRL line – a 3.5 per cent slope. More than 1,000 piles, diaphragm and sheet pile walls will be needed to build these retaining structures and the two cross-over structures to connect to the NAL upmain.”
Road and pedestrian bridges at a number of level crossings will also be built, including at Normanby Road, Fenton Street, and Porters Avenue, to improve cyclist and pedestrian safety.
The C7 contract covers the Systems Integration, Testing and Commissioning components of the CRL project. These include trackslab, track, overhead line, signalling, control systems, communications systems, control room fit-out and building work, and trackside auxiliaries. Work also includes integrating the new line and systems with the legacy systems on the Auckland rail network.
Dudouit said that work to connect the various components of the project is already occurring.
“Integration of the C5 and C7 teams into the Link Alliance is well underway across multiple workstreams including civils, programme and cost control. Early works such as utility relocations and establishing single-line running are already taking place as part of an integrated programme to deliver the City Rail Link to Aucklanders in 2024.”
As these elements of the project require involvement from various stakeholder from the current network, such as the transport authority, Auckland Transport, close working relationships have been established.
“KiwiRail and Auckland Transport, and their supply partners, are formally engaged for the City Rail Link project through stakeholder partnership agreements. On a day-to-day basis, staff from both Auckland Transport and KiwiRail work in the Link Alliance offices to maximise collaboration opportunities, as part of an established interface and relationship management programme,” said Dudoit.
The complexity of the Melbourne Metro Tunnel project requires a new approach when it comes to the delivery of materials and equipment. KH1 solved that with the Zagro Unimog.
In mid-July 2018, then-Victorian Minister for Public Transport Jacinta Allan announced the successful consortium that would build the critical link between the underground sections of Melbourne’s new Metro Tunnel and the existing rail network.
This announcement kicked off a package of works that would include both tunnel entrances at South Yarra and Kensington, as well as improvements to the adjoining Sunbury lines. Working within and beside the operating rail corridor in the inner suburbs of Melbourne meant that the project had an extra layer of complexity, meaning that every effort had to be made to ensure the project ran smoothly and efficiently.
The successful consortium, Rail Infrastructure Alliance (RIA), which comprised John Holland, CPB Contractors, and AECOM, looked to local rail suppliers who were innovating in the delivery of similarly complex projects. They found one in the case of Campbellfield- based KH1.
Daniel Mociak, managing director of KH1, could see that the project required smart thinking when it came to getting materials in and out of the worksites.
“RIA had a lot of restraints around getting materials, plant, people, and equipment in and out of their locations. This is really inner-city Melbourne and once they get into the shutdown, they have a lot of workgroups that can’t get out until the shutdown is over. They can’t constantly move equipment in and out so they have to get a lot of equipment in one lot and then be very flexible about how they can move around.”
Mociak and KH1 were brought in by RIA to look at how the project team could move a variety of pieces of machinery into the worksite. The solution that they came up with was the Zagro Unimog.
“The main benefit is the shunting capacity,” said Mociak.“That machine itself can pull up to 600 tonnes and other Unimogs that we could deliver are able to pull up to 1,000 tonnes with an increased wagon brake system.”
The Zagro Unimog road-rail vehicle can provide shunting and project logistics tasks. The relatively compact vehicle has the capacity to tow rail trailers weighing up to 125 tonnes at speeds of up to 30km/h. The removeable wagon brake system enables the Unimog to shunt up to 600 tonnes. Since being delivered in 2020, the system has already been put to good use.
“RIA needed to bring in plant, equipment, and excavators,” said Mociak. “They have a series of trailers that they were going to attach to the back of the Unimog to bring in all sorts of construction equipment and materials.”
The Unimog could then return to the access points, taking with it unneeded materials, spoil and other rubbish. RIA rail systems delivery manager Rimmy Chahal, pointed out the benefits of using the Unimog as it has reduced the number of single plant movements.
“The Unimog has largely been used to transport plant, equipment and materials in access-constrained rail corridors. This is in contrast to conventional transport methods of rubber tyred plant on railway tracks or a series of rail-bound plant to undertake this task. With the Unimog, we are able to transport large volumes in a single move from the access point to the work location along the corridor in a safe and controlled manner.”
The Unimog is used along with a five trailer consist to transport concrete, steel gantry structures, pits, conduits, quarry material, spoil disposal bins, cable, rail, sleepers and turnout components, among other materials. Being able to tow a lengthy consist also has benefits when it comes to safety.
“The 5-trailer combination also provides an additional benefit of safely and securely transporting long and bulky items such as turnout switch blade assemblies, which would normally overhang on conventional transport trolleys. Other uses have also included the deployment of site amenities and lighting towers to constrained areas improving safety and work environment conditions for our workforce,” said Chahal.
Another challenging requirement was the need to transport concrete along the rail corridor where access was restricted. Traditional methods of carrying in concrete on rail-bound excavators would require numerous movements to complete a single gantry foundation and had a greater risk of quality and safety issues. With RIA needing to deliver over 550 foundations for overhead and signal structures, a different solution was required.
“RIA and KH1 worked together to configure a skid-based concrete transport solution that can be mounted on rail bound plant. For example – on a trailer towed by Unimog to transport large volumes of concrete from access point to work location. This solution enables the complete pouring of a gantry foundation in one movement rather than numerous movements as required using conventional means,” said Chahal.
This solution involved the BlendMX8, a mobile concrete agitator first designed for the Monte Ceneri base tunnel in Switzerland.
“The BlendMX8 connects on to rail trailers and rail wagons via container lock and is then able to transport concrete in and out of the rail corridor without having to drive concrete trucks on top of wagons,” said Mociak. “It gives RIA flexibility in having the concrete on demand whenever they want it and then able to deliver the concrete via a conveyor belt and chute which can place the concrete up to five metres away from the rail.”
With the equipment expected to be used soon, Chahal is looking forward to seeing it in action.
“This unit is currently undergoing commissioning and RIA is very excited to put it into use over the coming months.”
A NEW APPROACH
The approach required for a project as complex as the Melbourne Metro Tunnel has driven innovation in the delivery of plant and equipment. Mociak noted that previous approaches of using wagons and locomotives would not only be prohibitive from a cost basis but limit any flexibility. The ability of machines such as the Unimog to move between road and rail while providing the required shunting capacity is one example of this new thinking.
“In the last couple of years, KH1 has put a lot of emphasis in developing technology and innovation for project logistics,” said Mociak.
The constrained environment of the Melbourne Metro Tunnel project meant that new ideas had to be sought out, said Chahal.
“With urbanisation of the areas around railway lines, the ease of access to rail corridors to conduct maintenance, upgrades, renewals and project works is becoming increasingly restricted and challenging. We can no longer rely on driving along the rail corridor to get to the work location. Accordingly, we now undertake careful and detailed planning to manage the site logistics and work sequence to overcome access constraints and challenges,” he said.
With complex tunnelling projects underway around Australia and New Zealand, the planning and logistics behind the project needs to be increasingly sophisticated.
“The major metropolitan based projects that have come to the front in the last couple of years is a big change in the rail industry, so to support these megaprojects, we’re looking at how we can add value of benefit to the project through innovative movement of materials, plant, equipment, and people,” said Mociak.
In these cases, the solution is not so much about the individual pieces of equipment that are involved, but the careful planning and logistics that supports their operation. With targets being set ever higher, new methods are being implemented, said Chahal.
“Construction contractors are being set ambitious KPIs to minimise the impact of construction on community, stakeholders and rail services. These performance targets drive a strong industry focus on continuous improvement and innovation in how we deliver our works whilst minimising associated disruption. RIA’s use of the Unimog is a perfect example of innovation in action.”
Knowing how the machinery, whether it be the Unimog or concrete agitator, can be best utilised can make a world of difference.
“Because they’re highly complex projects with large numbers of work groups, the logistics of getting materials in and out is one of the hardest parts of the project and they’re also the thing that can really hurt the project if you get it wrong. Getting it right can have some significant benefits,” said Mociak.
For groups working in rain on underground tunnelling projects, all materials have to be brought in at the beginning of a shift, if anything is forgotten it stays at the surface. With each work group depending on the one in front of it, any issues can be passed down, limiting productivity and efficiencies
Back in Melbourne, it has been the partnership approach between KH1, its partner suppliers and John Holland that is making the project successful.
“The equipment was delivered over a 10-month period and representatives from John Holland travelled to Germany to be there for the factory acceptance testing,” said Mociak. “We had a lot of input from all parties during the design period and a lot of collaboration from KH1, John Holland and Zagro.”
To prepare the Unimog for use by the RIA consortium, KH1 ensured that it was provided to specification and the requirements of the project. Documentation ran to hundreds of pages in length to enable the machine to be used in the most productive manner.
“We bring knowledge of the local Australian requirements, standards, compliance, certification, and commissioning process to the table while understanding the product that we have available to us and then being able to adapt it to those requirements,” said Mociak.
Putting in 15 years of experience in the Australian rail industry into the delivery of the machinery for RIA has enabled the Unimog to be used for a wide range of purposes, perhaps more than what was even envisaged before the machine arrived on site.
KH1 is also bringing this approach to the maintenance of railway networks. The company is working with German rail equipment manufacturer Robel to deliver new ways of working to the Australian rail maintenance market. Machines such as the Mobile Maintenance Train can provide a significant step change in the way we work in the rail corridor with full coverage for workers on the rail track in addition to all equipment needed for the job. Ultimately, said Mociak, this is about delivering three core outcomes.
“It’s about innovation, safety, and efficiency.”
As a local specialist manufacturer of rail tools, Melvelle Equipment leverages in-house ingenuity to meet emerging demands.
Two years ago, Andrew Melvelle travelled to New York to demonstrate his Newcastle- based company’s latest equipment for rail maintenance and renewal. There, speaking with representatives from the Metropolitan Transportation Authority, Melvelle understood that there had to be another way to run small tools besides diesel- and petrol- powered engines.
“What they would like to have was battery powered equipment doing the traditional jobs that were done by diesel- or petrol-powered small tools and that led us into coming up with the design to replace our diesel and petrol powerpacks with battery-style unit.”
In New York the reason behind the switch was clear. Confined environments made the fumes from diesel-powered equipment a hazard and being close to residents on elevated sections of track also posed an issue.
“In the underground networks in particular you’ve got an asphyxiation hazard but also when you’re on the elevated track, they do a lot of their maintenance at night, so if you can take away the engine noise you’re pretty much halving the noise output from the work heads. Therefore the environmental impact just in noise is a massive improvement to operator comfort as well as the residents that are near these elevated tracks,” said Melvelle.
Bringing these ideas back home, Melvelle and his team at Melvelle Equipment designed an early version of what would become the company’s battery-powered Track Packs. Demonstrating the tool to a local operator, the safety benefits of the new technology became even more apparent.
“I did a demonstration with one of our work heads in a viaduct and it was amazing the impact of not having the engine noise has on the environment. You can hear the safety officer above all else because he’s the loudest person there, as he’s not competing with an engine. Hearing protection, depending on the operation, is not necessary anymore.”
With traditional diesel engines producing roughly 100 decibels of noise, roughly equivalent to the volume of a noisy motorcycle engine, cutting this out of maintenance tasks can make a dramatic improvement in safety, particularly in a live rail environment.
“You can hear the whistles and you can hear the workers around you calling out, so it’s very much an improvement to the environmental working conditions for the operator,” said Melvelle.
In addition to these operational benefits, moving from diesel or petrol to electric power can contribute to the broader shift towards sustainability in rail.
“It’s the future of technology to try and help the environment and become a little bit more sustainable.”
A COMMITMENT TO INNOVATION IN RAIL
Having seen the benefits that electrically powered track equipment can have, Melvelle Equipment took the design prototypes and turned them into a manufacturable unit. During this process, conducted by Melvelle Equipment’s in-house industrial design and engineering team, further efficiencies were found.
“We have made it modular which brings most modules down into a one-man lift. This is a massive advantage compared to what we have to do with a petrol-powered or a diesel-powered power pack, because once you’ve got it bolted together that’s it, and it’s a significant lift.”
Melvelle designed the Power Pack to be adaptable to the equipment that Melvelle has supplied for decades to the Australian and international rail industry. The system can drive a number of different hydraulic workheads and is built to power each in the most efficient manner.
“There are very few battery powered hydraulic units in the marketplace so what we’ve developed is very bespoke to the operation of small tools. The system will identify which work-head is being used and therefore change the program internally to suit the application,” said Melvelle.
“It was a matter really of looking at what we’ve got and the output or the final performance needed to be and then sizing everything or matching everything to those parameters.”
Having multiple decades of experience in designing and manufacturing hydraulic workheads for the rail industry, Melvelle could calibrate the electric power to be more efficient than a diesel option.
“We know the flows and pressures that are needed and when the flow of pressure is required to be at its peak performance to do the job. Then we matched the performance curves of the electric motors to match the peak performance of the hydraulics we needed. That’s done through staging of pumps and flows and different pressures to make sure that we don’t overcook the batteries or the motor.”
With the design work that went into the Power Packs, the hydraulic heads could also be improved.
“In doing that design it’s allowed us to redesign the boom connections, all of the different workheads, as well as making the hydraulics smarter so that we draw less power from the batteries,” said Melvelle.
As a designer and fabricator of rail maintenance equipment and machinery based in Newcastle with just over two dozen staff, Melvelle Equipment can use its size to its advantage.
In addition to its work designing electrically powered hydraulic tools, Melvelle has also manufactured battery powered inspection and emergency response trolleys, as a direct response to the requirements of rail operators and construction authorities.
“Quite often, innovation is driven by customer need,” said Melvelle. “The electric inspection trolley and the emergency response trolley was driven through inquiries from two customers. Both agencies had a similar need or requirement but with different twists. Sydney Trains was looking for a track inspection trolley so that track workers don’t have to walk along the track, they simply put the trolley on track, and they drive.”
In addition to the base requirement, the trolley had to have a 20-kilometre range, be set up by a minimum of two people in three minutes or less and be able to get on and off track in three minutes.
For the other customer, Melbourne Metro, the trolley was needed to be a safety vehicle that would allow workers to easily access elevated sections of track. Overseas buyers have also expressed interest in the technology, and once Melvelle can get on a plane again the technology will be showcased to rail operators around the globe.
Being a small company has enabled Melvelle Equipment to be nimble in response to these and other customer inquiries.
“Most of our competitors are very large companies that are very reluctant to change from a core product, whereas there’s only 26 of us with a dedicated design team and a depth of knowledge of the rail industry,” said Melvelle.
“If a customer is looking for something special, we’re quite open to developing that for them within the realms of our ability. We’re able to modify something specifically for a customer at the drop of a hat because we do the designs and then manufacture in- house, we’re not reliant on other people.”
Janet Salem has over 13 years of experience working in circular economy and sustainability at the United Nations. She has been selected by the ASCI2021 Advisory Board to deliver the keynote address at the ASCI annual conference in February 2021, as part of the Continuous Professional Development Program. Below is an edited Q&A between Salem and ASCI.
ASCI: How does a university graduate from New South Wales end up working with the United Nations?
Janet Salem: I’m surprised myself. It was quite unintentional but I studied an environmental engineering degree at the University of New South Wales and I took an interest in environmental accounting relevant for supply chains. This involved looking at techniques like life cycle assessment which look at the environmental impacts behind a product, including not only the company that directly making the products but the company that makes the components of the packaging and transports and behind that, making the materials and then further back, the one extracting raw materials from the environment.
Then, as part of the degree, I completed an internship with the UN global program to promote these techniques. While doing that internship I worked on a proposal on a science policy interface on the sustainable use of natural resources.
A couple of years down the track that proposal was successful and so I went back to work on that in the EU and environment programme in Paris and stayed there working on synthesizing what science has to say about sustainable resource management and how we have to bridge the gap between scientists and what policy makers are doing towards sustainability.
The opportunity came up around eight years ago to apply some of this knowledge in policy support to governments in the Asia-Pacific region and so I have spent the last eight years looking at how we can support individual governments and regional processes to develop security and sustainable resource management.
Very recently I joined a new program looking at the circular economy. The focus is on plastics in Southeast Asia and am very excited about this new role and looking at how technologies can help monitor plastics and how solutions can prevent plastic waste from reaching our oceans in the first place.
ASCI: Can you briefly explain the premise behind the Decade of Action and what are the main sustainability goals?
Janet Salem: The UN sustainable development goals were adopted in 2015 and they’re considered a transformative agenda for the world to shift towards a sustainable future. The reason that they’re so transformative is that they really apply to all countries equally.
We used to have the Millennium development goals which are very focused on poverty eradication. That’s evolved and the sustainable development goals under the Decade of Action, or the Global Goals so they are called, apply to all countries. It’s said that now every country is a developing country because they also include environmental sustainability, clean industries, the state of the cities, climate action, protecting nature, and life below water. It’s looking at gender and it’s looking at health so you really have this cross-cutting agenda that all countries now need to work on in order to develop the kind of future that I think everyone would want to live in.
ASCI: As the first keynote of ASCI2021, what can delegates expect to hear from your address?
Janet Salem: My address will cover concrete examples that show supply chain approaches that can support the UN’s Sustainable Development Goals. There are 17 different goals but you can’t address one at a time so I’ll be getting case studies from the private sector and demonstrating how they cross over a few different goals.
There is a limit to what governments can do to deliver these goals. Actually, all the production-consumption activities are with the private sector and I think that companies that take a supply chain approach have the most potential and the most responsibility to support the sustainable development goals because they can leverage that entire supply chain and one company can actually mobilise a number of companies to get on the same page.
These cases will also bring in that circular economy approach because it’s it is an environmental framework that has to have a supply chain approach. We’re looking at how do we move from that linear take/make/deliver/waste economy approach to a circular economy approach.
With a circular economy approach you really need to break down those silos and work together. A product that can be re-used and set at a higher value and spun off into a different sector is amazing but makes the supply chain quite long and complex. I’ll address the kinds of discussions that need to be going on between different members of a supply chain in order to reduce the amount of waste that’s generated.
ASCIL What are you most looking forward to hearing at the conference?
Janet Salem: I’m particularly interested to see how industry partners with really complex supply chains are adapting to disruptions in supply chain availability and also how they’re looking at sustainability. Companies on the program like Food Buy, Kimberly-Clark or Metcash who are dealing with a lot of packaging materials and now they’re matching requirements and expectations as packaging becomes more sustainable. Also looking down the supply chain at the ban on exports of plastic waste to other countries and whether these companies have developed domestic solutions for plastic packaging waste.
I’m also quite interested in hearing from the Navy Centre for Innovation because it’s really great to see multiple types of stakeholders collaborating towards a common purpose of innovation and sustainability.
Lastly, I’m keen to see the commended, highly commended and winner of the Sustainability Award at the Awards Dinner on the evening of the first day. I think there is a lot of exciting work on sustainability in Australia that isn’t really well known outside of Australia. Working for the UN in Asia-Pacific, we always looking for good examples of what we can share globally.
Time is running out to secure your early bird tickets for ASCI2021. For more information and to book go to http://www.asci-2021.com.au/.
Tracklaying on the new Sydney Metro line from Chatswood to Marrickville will begin soon, with tracklaying to begin in early 2021.
Over 4,000 tonnes of Australian railway steel has been delivered ahead of tracklaying and flashbutt welding will be carried out before the rail is moved into the tunnels.
Other rail systems such as traction power, rigid overhead conductors, and drainage ventilation systems, emergency evacuation and monitoring equipment will be installed by the line-wide contractor Systems Connect.
John Grant, Systems Connect construction manager, said that the complex project required specialised equipment.
“Systems Connect has commissioned custom-designed equipment by Australasian manufacturer, Manco Rail. Specialist plant was commissioned that can operate within the tunnel profile efficiently, safely and to a high standard of emissions, including air and noise,” he said.
The consortium has endeavoured to use automation wherever possible. Part of the track laying systems, such as the sleeper grab straddle, are radio remote controlled. Other equipment in use includes specially converted wheeled excavators, with material handling booms, automatic rail threading units, and rail carrying dollies. A sleeper-laying trailers equipped with sleeper grab straddle, a rail threader trailer, tug units and track guidance system fitted to the above equipment are also in use.
As the project adjoins operating rail networks, possession and access is coordinated months to years in advance.
“Our goal is to ensure that all works are delivered safely and to schedule so train services can resume as normal after the possession,” said Grant.
The combination of planning and equipment is enabling a staged approach to tracklaying, where track and tunnel fit out are completed in sections from between 800 metres and three kilometres in length.
An automated approach will be used from Chatswood to Victoria Cross, underneath North Sydney, and from Marrickville to Martin Place. For these sections, the custom-made Manco equipment will be used.
For the section underneath Sydney Harbour and from Barangaroo to Martin Place, a manual method using small wheeled loaders placing sleepers and rail threading will construct the track.
Recycled materials will also be used throughout the project, with crushed glass used for bedding, haunch, side, and overlay material instead of sand at the Sydney Metro Trains Facility at Rouse Hill. Recycled plastic cable troughing is used in place of galvanised steel.
Sleeper replacement works on the Ararat line were completed last week, taking the total number of replaced sleepers on the Victorian regional rail network to 100,000 in 2020.
34,000 sleepers were replaced between Ararat and Wendouree in just over two months, and followed sleeper replacements on the Bendigo and Warrnambool lines.
Victorian Minister for Public Transport Ben Carroll said the works showed the ability for works to continue safely during COVID-19.
“We’ve taken extra steps to allow projects like this to continue safely and help keep track workers, suppliers and contractors working during the coronavirus pandemic,” said Carroll.
“To install 100,000 sleepers on the regional rail network this year is a fantastic effort from crews and shows that we are continuing work on important infrastructure projects during these extraordinary times.”
With the sleeper replacement works complete, Ararat line services can return to normal speeds and the permanent timetable will come into effect from October 22. Trains have been running at slower speeds to allow the newly installed sleepers to bed down.
Old sleepers were replaced with new, long-lifespan concrete sleepers produced at Avalon, near Geelong.
Over 50 people worked during the night in 10-day blocks to ensure that trains could continue running. Works began after the last train each night and finished before the first service each morning.
Every sleeper on the 22-kilometre section between Buangor and Dobie was replaced, and the track beneath the road at the Warrayatkin Road level crossing in Dobie was renewed.
Member for Western Victoria Jaala Pulford said the works would improve the passenger experience on the Ararat line.
“These works are vitally important for the ongoing upkeep of the line, to ensure passengers can continue to have a safe, reliable, and comfortable experience on services to Ararat.”
Works have been carried out by V/Line and followed Health Department guidelines.
A National Rail Manufacturing Plan would be formed to ensure that federal money spent on rail projects in Australia leads to local manufacturing of rollingstock if Labor was elected federally.
Opposition leader Anthony Albanese used his budget reply speech to announce the plan, which could identify and optimise the opportunities to build freight and passenger trains in Australia.
Included in the plan are measures such as the establishment of an Office of National Rail industry Coordination (ONRIC) to audit the adequacy, capacity, and condition of passenger trains and develop priority plans. Labor would also reinstate the Rail Supplier Advocate to help small to medium sized enterprises find national and export opportunities and create a Rail Industry Innovation Council to spur more local research & development.
Labor estimates that the plan would create up to 659 full-time jobs, and boost Australia’s GDP by up to $5 billion.
Australasian Railway Association (ARA) CEO Caroline Wilkie said a coordinated approach to rail manufacturing would help local industry and governments.
“Rail manufacturers currently have to navigate a very fragmented market to address different approaches between state and territories,” Wilkie said.
“This severely limits the industry’s ability to gain the scale it needs to create efficiencies and foster more innovation in the Australian market.
“Policies that support a strong Australian rail manufacturing sector will ultimately lead to better deals for governments and create more jobs in the process.”
Local manufacturers of rollingstock also reacted positively to the Labor plan. Todd Garvey, Head of Sales Australia and New Zealand at Bombardier Transportation said that coordination would ensure that Australia’s rail manufacturing industry continues to thrive.
“Bombardier was encouraged by the focus on our industry in the budget reply speech by the Opposition Leader on October 8. In particular, the establishment of the ONRIC within the Department of Industry and the commitment to ‘manufacturing trains here’ in Australia.”
Garvey noted that Bombardier’s factory in Dandenong builds trains and trams not only for Victoria, but other states including South Australia.
The ARA has been pushing for consistency across state governments in rollingstock and signalling tenders to better leverage existing local capabilities.
Around Australia, the rollingstock manufacturing and repair industry generates $2.4bn and employs over 4,000 people, half outside metropolitan areas. Garvey highlighted that Bombardier’s presence in south east Melbourne supports a wider manufacturing ecosystem.
“In Dandenong we employ over 200 manufacturing workers and support a vibrant rail supply chain in south east Melbourne. This supply chain supports our carriage building, welding and fit out for our trams and trains. This is important, our local content on the VLocity trains is 69 per cent and around 55 per cent for our E-Class trams. Not only this but in Victoria alone we have a significant servicing and maintenance business operating out of West Melbourne, Geelong and Ballarat East.”
Wilkie said that a focus on innovation now would set up Australia’s rail manufacturing industry for the future.
“Investment in R&D and innovation leads to a better infrastructure network for Australians and improved efficiencies for industry,” she said.
“Government and industry must work together to advance rail technology and innovation adoption, based on clear policy settings that provide the certainty needed for long term investment.”
Garvey said that in Bombardier’s case, local manufacturing was building a skills base for quality Australian manufacturing.
“Bombardier is committed to building rail cars in Australia. Not only are we committed to this industry but also to the next generation. We have apprentices at Dandenong and a commitment to diversity. Our on-site welding school is testament to this fact and we will not stop making trains and trams to the highest quality Australian standards.”
RKR Engineering is bringing a specialist’s eye for rail construction to equipment.
RKR Engineering started in a garage at Faulconbridge in the Blue Mountains, but before long had outgrown its humble beginnings.
After winning a few tenders for larger works, the company quickly developed a reputation for being able to complete complex projects. In 1991, the company won its first contract in the rail industry, a footbridge refurbishment tender for Homebush Station in Sydney.
“The new bridge had to look similar to the riveted lattice construction of the bridge it replaced,” said RKR Engineering founder Russel Ricketts.
“After that, the business just got bigger and bigger. Ten years ago, we did a business review, at that time, we were prominently completing steel fabrication and projects. We thought we needed to have our own equipment and we wanted to design and build a product. We looked at what we needed for our projects, and we couldn’t find the equipment at a competitive price, so we thought we would design it and manufacture it ourselves.”
The RKR team worked for five years to set up the equipment side of the business. In 2012, the company built its first machine, a prototype of the current Trackhaul machine.
A multipurpose piece of equipment and material carrier, Trackhaul can travel on rail or road. The modular approach to design and construction allows for optional equipment to be added or removed from the deck space.
With Trackhaul, RKR solved the issue of how to easily transport equipment and materials on road and rail, a challenge borne from its work in designing structures for rail projects. This approach of building specialised equipment based on knowledge of the rail construction environment has continued.
“With the Trackhaul complete, then we said we need a big crane that can get into tight areas,” said Ricketts. “We developed our own crane using a Hiab crane, put it on a railway carriage and then powered it.”
The finished design, now known as Tracklift, has been in use in Australian rail networks to pick up and carry material, without interfering with overhead wires or train movements on adjacent tracks. RKR has also developed its own mobile platform attachments that can be fixed to Trackhaul or on their hi rail trucks.
Another product that has directly responded to the needs of the rail construction environment is the RotoQuip.
“A lot of our work is with existing infrastructure – strengthening, repairing, and refurbishing it – so we had a huge need for being able to put heavy beams up underneath bridges to strengthen them, and there was no equipment,” said Ricketts.
This led to the development of a three- axis crane boom attachment for positioning equipment and steelwork in environments that traditional cranes cannot work in. The RotoQuip can lift steel beams for bridge and overpass repairs in tunnels, under bridges, and in confined spaces.
In March 2020, long-time partner Rhomberg Rail Australia purchased RKR Engineering to bring together RKR Engineering’s expertise in equipment, design, fabrication, and installation of steelwork with Rhomberg’s suite of capabilities. So far, according to Bart Kelly, manager at RKR Engineering, it has been a natural fit.
“A lot of the work goes hand in hand. The Rhomberg track and bridge crew are doing all the transom works and the RKR team are doing all the stringers and work underneath, so it’s all intertwined.”
GETTING THE JOB DONE
With the fleet of specialised rail equipment now on hand, RKR are prepared to take on complex maintenance and renewal jobs around Australia. Completing these jobs in the short possession periods allotted comes down to careful planning.
“No job is the same,” said Ricketts. “You start off with a good methodology, which goes to a good design and then you look at the construction procedure and that takes a lot of discussion and planning among ourselves. From tradesmen to supervisors, we all get together and we discuss how a job can be done in the time that we have it.”
Having these multiple levels of expertise in house means that from a customer’s perspective, there is a single point of contact that knows the process inside out.
“We do the design, fabrication, installation, and the commissioning,” said Ricketts. “The control of the project is in house, so if there’s an issue with something we can send somebody back to the workshop and make changes and get equipment.”
These capabilities were recently put to the test on a project to design, fabricate, and install a temporary enclosure to allow for the removal and replacement of lead paint on the Cockle Creek Rail Bridge near Newcastle. The two-span bridge, built in 1957, needed to be encapsulated to allow for the blasting of the bridge without the lead paint polluting the river below. The structure also needed to support the load of people doing the repainting, all while allowing trains to continue running.
“We were given 36 hours to build this tunnel and the only way of doing that was to build it in modules next to the track, lower the overhead wires, and drive it in on a special delivery vehicle in six large sections,” said Ricketts.
“It took us eight hours, so when people left at 6pm on Saturday night all these modules were sitting on the ground waiting for the wind to drop. By 8pm we started to install the first one, and by six o’clock the next morning when everyone returned, it was all in.”
The RKR Engineering team used its specialised equipment to drive in the modules and used the Tracklift to raise the pieces of the structure to go around the bridge. Kelly, who had left the site on Saturday evening, returned on Sunday morning to see the finished project.
“I came back at 5am on the Sunday morning and I couldn’t believe it. The bridge stands out even more now because its wrapped in white plastic. You can probably see it from the moon.”
With blasting now complete on the first span on the bridge the team is waiting
until the next possession in 2021 to move the entire structure to the bridge’s second span. Once again, the specialised knowledge and equipment that RKR Engineering have developed over the past 30 years will be essential.