Metro Trains Sydney, the operator of Sydney Metro Northwest, and Unions NSW have resolved a back-pay dispute worth $500,000. Read more
Transport for NSW has confirmed that the New Intercity Fleet (NIF) will not be in passenger service in 2020, with the trains expected to first run in early 2021. Read more
An independent report has found fault with the operating model for the New Intercity Fleet (NIF). Read more
The Rail Tram and Bus Union (RTBU) is pushing back against a draft fatigue management guideline that it argues undermines regulated maximum shift hours, which apply in Queensland and NSW.
The draft Fatigue Risk Management Guideline, published by the Office of the National Rail Safety Regulator, outlines the steps that rail transport operators should undertake to manage fatigue-related risks of rail safety workers.
The draft suggests that high fatigue risks may be offset through other factors. The draft gives the example of work that must be done at night which increases the risk of fatigue because at these times alertness is reduced and it is not possible to obtain night sleep, which is most efficient for recovery. These factors could be offset by shortening the total length of night shifts, minimising consecutive shifts, or implementing a reset break between sequences of night work to allow time for recovery.
RTBU secretary Mark Diamond wrote in a submission to the guideline that this approach of “offsets” would undercut safety.
“By taking a non-prescriptive approach, the draft guideline pushes the burden risk management assessment onto operators. Ultimately that means people who are untrained in this field, and/or have little exposure to the needs of the working environment, will be required to make subjective judgments about safe practices.”
Under the Rail Safety National Law, transport operators are required to, so far as reasonably practicable, ensure that rail safety workers do not carry out rail safety work while impaired by fatigue or if they may become so impaired. To meet this requirement, transport operators must have a safety management system that includes a fatigue risk management plan.
In NSW and Queensland, in addition to these requirements there are prescribed hours of work for train drivers. In both states, drivers are largely limited to nine hours in one-person operation and 12 hours in two-person operation where the second driver is a qualified train driver.
ONRSR chief executive and National Rail Safety Regulator Sue McCarrey said that safety risks were not affected by more proscriptive regulation.
“ONRSR’s 2018 review of the fatigue risk management arrangements under the RSNL found no conclusive evidence to demonstrate that jurisdictions operating under a full risk-based framework for all rail safety workers pose any greater rail safety risk than jurisdictions which have prescribed hours for train drivers,” she said.
McCarrey said that the draft guideline was developed with expert input.
“As part of the fatigue risk management review, ONRSR engaged two fatigue experts to develop principles of rest and recovery which address key factors associated with the scheduling of work. An essential element of the fatigue risk management process is how the principles interact. If work schedules have an elevated fatigue likelihood, this can be managed via offsetting principles to manage the risk to safety or by introducing other controls to reduce rail safety risks.”
In a recent review of national rail safety legislation the Productivity Commission highlighted fatigue management as one area where efficiencies could be improved.
Diamond wrote that the national standard should follow the regulations in Queensland and NSW.
“Any application of a risk management approach in the Australian rail sector must be done within the constraints of clear, prescribed minimum standards. The RTBU contends that the strict standards regulating hours of work for traincrew in NSW and Queensland should be considered as industry best practice when it comes to fatigue management.”
The Western Australian government has committed to developing three business cases for the reopening of three Tier 3 grain lines in the state.
The three lines to be looked at for reopening at, Quairading to York, Kulin via Yilliminning to Narrogin, and Kondining via Narembeen to West Merredin.
The combined cost of upgrading the three lines to narrow gauge standard is $486 million. As part of the investigation the WA government will consider upgrading the Kondinin to West Merredin line to standard gauge at an extra cost of $27.41m.
The three lines were chosen based on an engineering assessment released on September 24 which estimated the cost of reopening Tier 3 lines throughout the wheatbelt.
WA Transport Minister Rita Saffioti said that the report found that certain lines could be reopened.
“While the engineering report confirms restoring the entire network would involve significant costs, there are arguably specific lines where the cost of investment could be offset by ongoing commercial and community benefits such as reduced truck volumes on local roads and cost savings to farmers.”
Arc Infrastructure, which manages the WA freight rail network, said it would support the government and grain growers cooperate CBH Group in the submission of business cases to Infrastructure Australia.
“Arc acknowledges that the government has identified an opportunity for the development of business cases to be submitted to Infrastructure Australia, for rail freight investment proposals on the Tier 1, 2 and 3 rail networks. Arc will support government and CBH in this process,” said an Arc Infrastructure spokesperson.
CBH Group, which represents grain growers throughout the state, said it would also support the efforts to make grain transport economically viable.
“We will work with the state government to progress those business cases, including providing information on any impacts of re-instating those lines on the grain supply chain or grower freight rates,” said a CBH Group spokesperson.
“CBH supports grain transport by rail where it is economically viable and the least cost pathway to port.”
The government announcement was also welcomed by the Rail, Tram and Bus Union (RTBU), with WA secretary Craig McKinley calling on the federal government to support the reopening of these lines.
“The Western Australian government is supportive of the need to rebuild key sections of track, and the commitment to undertaking business cases is very heartening,” he said.
“We hope that the business case stage can be completed quickly, so we can move on to securing funding and getting construction underway.
“The reconstruction of Tier 3 lines is exactly the sort of project that the Australian government should be investing in.”
Saffioti said the business cases will be developed in consultation with CBH Group and Arc Infrastructure before being submitted to Infrastructure Australia for potential federal funding.
“Significant funding contributions from the federal government – as per other major regional infrastructure projects – would be required for any potential Tier 3 restoration work in the future.”
The Tier 3 grain lines were closed by Arc Infrastructure in 2014, then known as Brookfield Rail. The Tier 3 lines were seen at the time as not commercially viable. With the resultant shift of grain volumes to road, road maintenance costs have increased, and safety concerns have been raised by the local community. These factors led to the WA government investigating the viability of reopening the lines earlier in 2020.
The Victorian government has brokered a deal to transfer manufacturing staff from Alstom’s manufacturing site in Ballarat to Bombardier’s maintenance depot in the same regional town.
The deal was agreed to by the Victorian government, the two major manufacturers, and unions, and will see 27 of Alstom’s permanent manufacturing staff redeployed to work on the VLocity train maintenance program, which will be carried out at Bombardier’s Ballarat workshop.
Alstom workers who have not been redeployed will continue working on other rollingstock projects, said Minister for Public Transport, Melissa Horne.
“We’re helping keep these highly skilled manufacturing jobs in Ballarat – giving certainty to workers and their families.”
The deal comes after speculation over the future of Alstom’s Ballarat workforce once the final X’Trapolis trains in the current order are completed. While the Victorian government has committed to an order of X’Trapolis 2.0 trains, designs are still being completed, leaving the workforce in limbo. Victorian secretary of the Rail Tram and Bus Union (RTBU) Luba Grigorovitch said that the jobs could have disappeared altogether.
“There was the potential for these regional jobs to be lost, and I’m really pleased that the state government applied the pressure that was necessary to ensure that the redeployment of the employees has been facilitated.”
The Victorian government has committed $12 million to Alstom to continue designing the X’Trapolis 2.0 trainsets.
Grigorovitch welcomed the investment but said that a confirmed order was needed.
“The investment in the design phase is only the first step and the workers and their families will only truly be secure once they see an order of much needed X’Trapolis 2.0s.”
By redeploying the workers onto the VLocity fleet, maintenance schedules will be sped up, said Horne.
“Alstom workers will gain new experience and skills carrying out vital maintenance on our VLocity fleet – helping to keep services moving across regional Victoria.”
Queensland is instituting some of the toughest fines yet for those who deliberately cough, sneeze or spit at public officials and workers.
The direction allows for fines of up to $13,345 for those who do so, and includes transport workers including train crews.
The move follows similar fines in NSW, where police can issue anyone who coughs or spits on workers a fine of up to $5,000.
Announcing the directive, Queensland Premier Annastacia Palaszczuk said that she wanted to protect workers.
“I was disturbed to hear stories of people threatening to deliberately infect frontline staff.
“It’s disgusting and I want police to throw the book at them.”
The directive covers a public official or any worker at work or travelling for work during the coronavirus (COVID-19) pandemic.
There have been reports of spitting and attacks on transport staff in other jurisdictions in Australian and New Zealand. On April 20, Auckland Transport chief executive Shane Ellison said there were two incidents where essential workers have been spat at.
“A couple were joy-riding on our trains and were told to get off. As they were being escorted from the train, a female spat at three of our staff. Two men and a woman have had to be stood down as a result of this incident and have gone into isolation. This behaviour is totally unacceptable. The incident was caught on CCTV and the police now have that footage.”
Another incident occurred when a security guard was spat at while working for Auckland Transport.
“Our staff and contractors are out there in all weathers ensuring that essential workers can get to their jobs and we cannot tolerate this sort of behaviour. We are working with the police to ensure that our staff can do their job without being assaulted,” said Ellison.
In NSW, a teenage girl spat at a Sydney railway station staffer, and said, “I have COVID” according to reports.
David Babineau, secretary of the Tram and Bus Division of the Rail, Tram & Bus Union of NSW, said that all workers should be treated with respect.
“Frankly, it’s disgusting in any circumstance but in the middle of the current health crisis it cannot be tolerated. Everyone has the right to go home safely from work and not wonder if they are bringing a potentially fatal disease home to their loved ones.”
Transport for NSW and the ARTC are managing the recovery effort following the XPT train derailment north of Melbourne on Thursday.
The Australian Transport Safety bureau (ATSB) and the Victorian Government’s Chief Inspector, Transport Safety (CITS) are leading the investigation.
At 6.30am Sunday morning, Australian Rail Track Corporation (ARTC) prepared a site with three cranes to lift the trains and carriages.
By 9.15am the rear locomotive and carriage departed the site. Parts of the train were examined in a specialist Sydney workshop on Monday.
Materials and supplies began to arrive to the site on Monday for repairs to begin. Track infrastructure that will need to be repaired includes 300 sleepers, 20 lengths of rail, 800 tonnes of ballast across roughly 300-500 metres of track.
An ARTC spokesperson said this work will continue throughout the coming days, reflecting the complexities of the recovery.
“Early this week we expect to begin the repairs to the track and signal infrastructure which was damaged in the incident,” he said.
Equipment including sleepers, rail, and signalling equipment will be delivered to the site to repair the rail infrastructure once the XPT is removed.
“The site is being carefully controlled to ensure the safety of all those who are now involved in the site recovery and repair,” an ARTC spokesperson said.
John Kennedy, the 54-year-old train driver from Canberra, had emailed his friend with concerns about the safety of the North East line in the weeks leading up to the derailment.
The email sent on February 3rd revealed that Kennedy noted his last six Melbourne return trips have been “very late or cancelled mainly due to train fault issues”.
“3 of the six runs I was down to one engine, on another trip I had no speedo and the only trip without a train fault was disrupted by the big derailment last week,” Kennedy’s email said.
A NSW TrainLink XPT travelling from Sydney to Melbourne derailed near the Hume Freeway at Wallan, roughly 50km 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.
Rail, Train and Bus Union (RTBU) Victoria secretary Luba Grigorovitch said the rail community is angry at the Federal government for its failure to invest in a safe and reliable 21st century interstate rail network.
ARTC’s rules allow for trains to continue at normal speeds while under the control of a pilot under such conditions. Operators including Metro Trains Melbourne (MTM) and V/line, however, impose an automatic speed restriction of 25kmh.
XPT services were running on the main line through Wallan for the past two week at track speed of around 100-130 k/hr.
Grigorovitch said ARTC changed the route for trains through Wallan, moving trains from the main line to a passing loop line.
“A Track Authority notice was issued calling for 15k/hr speed restriction on trains entering the passing loop, it appeared that there were a range of likely contributing factors to the derailment,” she said.
“The RTBU believes, however, that if ARTC imposed the same speed restrictions under pilot that are applied by MTM and V/Line, the incident may have been avoided.”
Grigorovitch said the Melbourne-Sydney rail line is known within the industry as the “goat track” because it is in such bad condition.
“For example, sections of the track are full of mud holes,” she said.
Grigorovitch is calling for Australia’s regional and interstate rail infrastructure to be safer.
Deputy Prime Minister Michael McCormack said on Friday in Wallan that no authority in Australia would allow a train to travel on an unsafe track as “the ARTC monitors these things very closely and regularly”.
The Australian Transport Safety Bureau (ATSB), in collaboration with the Victorian Government’s Chief Investigator, Transport Safety (CITS), is investigating the derailment of the XPT passenger train.
On site, investigators will examine the track infrastructure, the XPT power cars and carriages, and map the accident layout.
The ATSB will obtain and analyse available information and records, including the train data logger, signalling data, and maintenance records for the train and track infrastructure.
The ATSB stated that a preliminary report will be released in about a month after the on-site phase, while the investigation’s final report can be expected to be released in about 18 months’ time.
$172.9 million V/Line stabling yard development could potentially be used as a temporary holding site for contaminated soil with possible carcinogens PFAS and asbestos.
The Wyndham Vale rail yard is set to be occupied by V/Line as a maintenance and storage space to replace the Footscray train stabling site which is being removed as part of the West Gate Tunnel works.
The $6.7 billion project requires 2.3 million tonnes of soil to be relocated offsite. The 82-hectare government-owned site in Melbourne’s west is being considered by officials following a meeting with Wyndham Council this week.
The Rail, Tram and Bus Union (RTBU) are raising concerns for the health and safety of rail workers if the soil was dumped next to the V/Line rail yard.
Luba Grigorovitch, Victorian Secretary of RTBU wrote in a letter to state Government officials on Monday that she is “deeply concerned” the toxic soil would pose a huge risk to workers and residents.
Grigorovitch told Rail Express that she is demanding confirmation from the government whether soil would contaminate the air conditioning systems of the Geelong-Melbourne trains, which run directly alongside the site.
The state secretary for the union said they’ve been inundated with calls from concerned V/line workers.
“Our members don’t want to be operating alongside contaminated soil,” she said.
“This government seems to be infamous for passing the buck. We’ll be undergoing full safety audits and testing before giving the ok for our members to be working at the site.”
The new facility is designed to meet interpeak stabling needs for V/Line trains operating on the regional rail network, while also ensuring there is capacity to house additional trains in the future.
The project will involve construction of a stabling yard, driver facilities and a bypass track connected to the Geelong line, which will allow trains to access the facility without delaying passenger services.
38 new VLocity carriages are arriving to the V/Line network early this year and there are concerns that there isn’t enough facilities for the growing network.
V/Line stated in 2018 that stabling capacity would be exceeded by March 2019.
The Age obtained an internal V/Line document under freedom of information laws, reporting that “the rail yard was needed to run a greater number of services on the network and to operate new trains reliably”.
According to the internal document, the lack of maintenance infrastructure will continue to impact on performance and shortages will impact V/Line’s reliability.
A government spokeswoman told the Hearld Sun that if Wyndham Vale was a temporary site it would not disrupt rail operations.
“Transurban and its builder are working with project parties to find a long-term solution to manage the rock and soil from tunnelling – no decision has been made,” she said.
Department of Transport spokeswoman said operations of the stabling facility will not be compromised.
“While a decision on where to temporarily hold soil from tunnelling for the West Gate Tunnel is yet to be made, the land in question is outside the Wyndham Vale stabling facility so if the site was ever used it would not impact the timing or operations of the new stabling facility,” she said to The Age.
The Wyndham Vale rail yard is metres away from proposed housing estates and four planned schools.
Treasurer Tim Pallas and member for Werribee said on air during a 3AW interview that it won’t be a long-term containment.
“Any suggestion that there is going to be long-term containment or toxic facility is just nonsense,” Mr Pallas told 3AW.
“What is proposed at Wyndham Vale is essentially a short-term place where it is isolated from the environment and if it is ever used – it may well not ever be used – it’s only if you can’t get access to the long-term facility.”
The stabling project is funded by the state government and is still under construction and set to open in the coming months.
Unless modifications are made to the New Intercity Fleet (NIF), currently being tested in NSW, Rail, Tram, and Bus Union (RTBU) members will refuse to work on the trains.
“Railway workers will simply refuse to put themselves, their workmates, and passengers at risk by allowing these flawed trains on the tracks,” said Alex Claassens, secretary of the Rail, Tram and Bus Union NSW.
Transport for NSW (TfNSW) denies that any fault exists with the fleet, and that instead, traction interlocking on doors is a design safety feature.
The feature will prevent the train from moving while the doors are open, including the guard’s door. Guards and drivers will be able to monitor the platform via CCTV, said a Transport for NSW spokesperson.
“These cameras allow drivers and guards to easily monitor the entire length of the train, even on curved platforms and in bad weather where visibility may be compromised. This provides a more contemporary method for monitoring train platforms which is used around the world.”
Claassens disputes that this new method will be safer and the RTBU would prefer the guard door to stay open after the passenger doors have closed.
“Currently, guards can hear people yelling and keep their eyes on the platform and doors until the train pulls away – they won’t under the new model,” he said.
Dynamic testing of the new fleet of 554 carriages, built in South Korea, is underway on the rail network, with static testing at the Eveleigh Maintenance Facility having been completed.
Concurrently, the RTBU and NSW TrainLink, the operator of the NIF, have been conducting working groups on the introduction of the New Intercity Fleet with health and safety representatives (HSR). Provisional improvement notices issued as part of this dialogue have been responded to, with others subject to review by SafeWork NSW.
In December, Metcalfe Rail Safety issued a review of the NIF operating model, commissioned by TfNSW. The review found that risks identified were eliminated or significantly reduced by the train’s design and the procedures required of the model.
“The people on the ground – the train guards, drivers and station staff – know these train aren’t safe. No piece of paper stating otherwise will convince people who know train safety inside and out that this New InterCity Fleet is anything but a danger on wheels,” said Claassens.
“Real experts who work on our trains every single day have seen these trains first-hand. They know that the current design flaw puts commuters at risk because it doesn’t allow train guards to properly monitor people in the moments before the train departs.”
Improvements on rail infrastructure on the Blue Mountains Line from Springwood to Lithgow is currently being carried out to widen the Ten Tunnels Deviation to allow the new fleet to pass through.
Stabling yards at Eveleigh, Gosford, Hamilton/Broadmeadow, Lithgow, Port Kembla, and Wollongong have been completed, and enabling work continues at over 100 stations. A new maintenance facility at Kangy Angy on the NSW Central Coast is also under construction and is scheduled to open later in 2020.