Albanese launches Labor’s Rail Manufacturing Plan

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.”

Local ingenuity from Bombardier keeping the wheels turning

In Adelaide, Bombardier have developed an in-house remote diagnostics system.

For over 15 years, the South Australian (SA) Department of Planning, Transport and infrastructure (DPTI) and Bombardier Transportation (BT) have been working together to ensure the safe and efficient running of heavy rail fleets. Their aim is to provide the traveling public with high levels of customer satisfaction and increased availability, by working closely and listening actively to feedback to develop a deep understanding of SA’s specific needs.

Reliability is perhaps the highest priority when it comes to the operations of networks and ongoing rollingstock maintenance and performance is key.

Keeping trains on the tracks and moving passengers safely is a cornerstone of any operation and through BT’s through life support, intrinsic knowledge of the SA network, and true collaboration with DPTI, BT has been able to continue to provide high levels of mean distance between failure (MDBF) and ensure fleet performance.

These realities are front-and-centre for both DPTI and BT, which has manufactured and has the contract for the ongoing maintenance of Adelaide’s EMU fleet. The A-City fleet, currently comprised of 22 three carriage sets, with another 12 on order, were the first electrical units to operate on the Adelaide network.

Introduced in July 2013, with the first entering service in February 2014, the fleet has begun to require modernisation to improve services to the traveling public, through implementation of technical enhancements in the through life support of the vehicles.

According to Todd Garvey, Bombardier Transportation’s head of sales, Australia and New Zealand, a unique solution was required to update the fleet and keep performance of the trains at the high level required for the Adelaide network.

“The system allows real time analysis of signals that can ensure the vehicle is safe to run without attending site,” said Garvey.

The remote diagnostics solution can measure an array of vehicle specifics, including engine speed, temperature, oil pressure, HVAC temperature, converter diagnostics, and other faults.

With this information provided to remote maintenance managers, faults can be reset while a train is in service.

“The quick benefit seen by all is being able to reset faults remotely in traffic such as HVAC and convertor issues; these improve on time running and passenger comfort,” said Garvey.

Not only does the system increase uptime but works to enhance vehicle safety. One example of this is having remote awareness of the door safety interlock. The remote diagnostics solution allows for this safety critical element to be monitored and fixed without returning to a maintenance facility.

A COLLABORATIVE HOME-GROWN SOLUTION
While remote diagnostics are not unique to this fleet, the solution is a demonstration of value creation through collaborative engagement between DPTI and BT, and has empowered BT to develop a system that is based on its local knowledge of the conditions in which the A-City fleet were operating. As a relatively small fleet, the return on investment in implementing and off-the-shelf solution was prohibitive.

“Therefore, it was necessary to engineer a bespoke solution to maximise the return on investment to get to a point of providing real benefit to the operation,” said Garvey.

In addition to supplying and manufacturing the A-City fleet, BT has also provided maintenance services out of Adelaide’s Dry Creek railcar depot.

Site general manger for Bombardier Transportation at Dry Creek Brenton Valladares said the local expertise that BT has in SA was essential for this project.

“Our local experts Carl Parr and Graham Schier – an electrical engineer and IT guru respectively – have together been with Bombardier Transportation for over 45 years across the world,” said Valladares. “Graham is a shopfloor electrician, born and bred in Adelaide, apprenticed by BT with exceptional IT skills that were identified and leveraged for the project. This combination of using in-house talent from both the shopfloor and engineering function to deliver a high-quality solution make this project unique.”

Parr and Schier worked with BT’s local partners and global network to develop a custom-built solution to run real-time remote diagnostics on the A-City fleet.

With capital investment and a true partnership approach with the SA government, BT developed the concept and the system integration with third-party suppliers. How the system works is that onboard equipment is networked via the existing service port of each system to a hardware gateway. This gateway is then connected to a secure remote server. The requested data is sent to an alternate server hosted by Hasler that analyses the signals, looking for data matches that align with predetermined events. Hasler also supply the data logger hardware and platform event diagnostics.

“One of the key challenges was networking the legacy systems into the program. These were overcome with some reverse engineering. The support from DPTI on this project has been marvellous and their ongoing backing of innovation, rail in SA, and BT is something we value greatly.” said Valladares.

When the data aligns with the predetermined events an alert is sent via email or other notification to the maintenance facility. Two full time team members are dedicated to monitoring and reviewing the system now that it is in place.

DELIVERING BENEFITS
As the A-City fleet has undergone further modernisation, one of the elements to be aware of was the learning curve for drivers. By taking these diagnostics out of the train cab and into the hands of remote maintenance personnel, drivers are supported to focus on the new elements of the trains.

This new technology is a great asset for both Bombardier and DPTI said Garvey.

“With these upgrades and changes occurring across multiple systems in the fleet, remote access provides real time information, thereby reducing the learning curve for the drivers, this is a great asset for us and DPTI” said Garvey.

Another unique facet of the maintenance and upkeep of the A-City fleet is the structure of the depots. Adelaide’s mix of electrified and unelectrified lines has meant that the Dry Creek depot is unelectrified. This means that when maintenance does need to occur, the EMUs are hauled into the facility. Having remote diagnostics enables access to the vehicle’s systems without needing to go into the yards as often.

“We have also seen improved turn-around times for maintenance due to having an improved understanding of the faults prior to the asset arriving at Bombardier’s facilities,” said Garvey.

“In addition, there are reduced nuisance faults (less time on NFF) and more cars remaining in traffic. We are also able to reset faults in service, so that maintenance can be planned at an appropriate time.”

With the system now rolled out across the fleet, the system has doubled the KPI that was set for it in parallel with other project work. The system has now reached figures of above 100,000 MDBF, highlighting the effect that the delivery of local ingenuity, backed up by global expertise, can have on a unique train fleet.

Bombardier

Filling the gap

Bombardier is helping rail operators achieve zero emissions on unelectrified track with its battery electric units while slashing lifecycle costs.

One of the key benefits of rail travel to the community is its low emissions. Whether powered via overhead lines or an electrified rail, trains offer fast, high volume mobility, and if powered by renewable energy, emissions free. That is, until the wire runs out.

In Australia, nationally there is 36,064 kilometres of track, but only a small portion of that in the major cities has an overhead power supply. In New Zealand, out of the total 4,128 kilometres of track, 589km is electrified. As the non-electrified sections of the network are often outside of major urban centres, getting regional travellers to travel by train presents the issue of running higher emitting vehicles, or undertaking costly electrification works on lines that have fewer services. These factors present an impediment to the zero emissions potential of rail transport, however one that is recently being overcome.

Launched in 2018, the Bombardier TALENT 3 train is a battery-electric multiple unit to fill the gap in-between electrification of entire rail networks and continued reliance on diesel-powered units. The TALENT 3 train can provide an operator with a 30 per cent reduction in the total cost of ownership, when compared to a conventional diesel multiple unit over a 30-year service life. The train is powered by Bombardier MITRAC traction batteries and can run on non-electrified lines for distances of up to 100km. The batteries utilise recent technological innovation in fast charging and high-density lithium ion batteries which can be charged in less than 10 minutes while running on an electrified section of track, or through recuperating otherwise lost energy when the train is braking.

The research and development work that went into the TALENT 3 train was supported by the German federal government, research institutions, and regional German transport operators. Additionally, the technology behind the train was developed by Bombardier in its Mannheim laboratory in Germany. The newly inaugurated €1 million ($1.72m) facility contributed to the battery components for the TALENT 3 train. In Europe, the demand for battery electric units is increasing, as shown in recent orders for trials of the trains in multiple countries.

In Germany, the innovation involved in the development and production of the TALENT 3 train was recognised in late 2018, when Bombardier won the Berlin Brandenburg innovation award. In particular the jury singled out the role that battery electric trains could provide to Germany’s non electrified network. The train could already operate on 30 per cent of the country’s non-electrified lines, and if cost- effective electrification was done at end points, 75 per cent of lines that currently run diesel-powered services could be operated with battery power.

Commenting on the project, Bombardier’s head of sales – Australia and New Zealand, Todd Garvey, highlighted how the train would overcome network limitations.

“It was Bombardier’s goal to develop a quiet and eco-friendly train for passengers, while also offering operators the best alternative to higher emittting diesel trains on both cost and safety aspects.”

In Australia and New Zealand, where there are already proposals for the electrification of sections of regional and intercity track, the Bombardier TALENT 3 train could readily operate on lines such as the Hunter Line, a variety of V/Line services in Victoria, and partially electrified sections of track in New Zealand. However, the flexibility of battery- electric trains enables new connections to be made.

“The BEMU – as we call it – has massive potential in the ANZ market as the cost barriers to deploy widescale electrification are considerable.

“Our BEMU provides operators and governments with a zero-emission alternative to diesel propelled vehicles across their extended networks. Once the electric line runs out, the batteries kick in and the vehicle can continue running as normal for up to 100 kilometres.

“The only additional infrastructure then would be strategically placed charging stations throughout the regional network that the vehicle can plug into, to recharge the battery,” said Garvey.

“This presents big savings and reduces the need for a large-scale civil works program. These battery trains are also quieter, and this is good in greenfield residential areas, for example, where diesel trains might not be the preferred option.”

The key to realising the benefits of battery trains is their flexibility. Not only do they reduce a network’s total emissions but eliminate the immediate impact of emissions caused by the trains themselves. Emissions from diesel powered vehicles can limit their use in inner city areas and confined spaces such as tunnels. In addition, Bombardier’s TALENT 3 can achieve a significant reduction in noise, when compared to conventional DMUs.

Combining the latest in battery technology and a pedigree of innovation, the TALENT 3 provides zero emissions mobility to a much wider audience.

Bombardier maintains keen local focus during light rail boom

Bombardier Transportation’s Todd Garvey sat down with Rail Express to discuss the mobility solutions provider’s approach to the booming local light rail market.

Australia, already home to the largest tram network on the planet, has become a hotbed for light rail developments in recent years. With new projects opened across multiple cities in the last five years, the project pipeline remains strong.

Despite this rapid development of a range of new opportunities for light rail vehicle (LRV) manufacturers in the region, Bombardier Transportation’s Todd Garvey told Rail Express the company doesn’t see its role changing drastically. Instead, the company plans to continue to rely on the qualities that have made it a successful player in the local market for years.

“There is a range of projects coming up that have a huge amount of focus for our business that we are excited about,” Garvey, the company’s head of sales for Southeast Asia and Australia, said.

“We’re focused on maintaining our role as a market leader in the supply and end- to-end manufacture of local content for Australia’s LRV needs. We’re working hard to ensure our local LRV manufacturing teams and indeed supply chain have a good, solid pipeline of work ahead of them.”

Maintaining the strength of the local supply chain has long been a key focus for Bombardier in Australia.

“Bombardier is in a unique position given our local manufacturing and supply chain for LRVs,” Garvey continued.

“Given Bombardier has been in this market for so long there is a huge amount of engineering and LRV subject matter experts within the business. That means there is an ability to not only identify and resolve the day-to-day challenges but also evolve the local supply chain capabilities for specific LRV requirements.”

E-CLASS TRAMS

The primary manufacturer of LRVs for Melbourne since 2013, Bombardier has now delivered around 85 E-Class trams to the Yarra Trams network, and has a current orderbook that will bring that figure to at least 100 LRVs.

Garvey told Rail Express the E-Class, which is comprised of Bombardier Flexity model LRVs, is the result of the company’s long-term approach to supply chain and market engagement.

“The Flexity is a world class tram,” he said. “They’re DSAPT compliant and built with passenger safety and comfort in mind.”

Beyond safety and comfort, however, the Flexity LRVs running in Melbourne have been developed to suit a network that presents a unique array of challenges for a fleet manufacturer/maintainer.

“Vehicles in Melbourne operate on a vast network that is unique in so many ways,” Garvey explained.

“One major factor is that in many sections of the network the vehicles will be operating on brownfield tracks. Some sections have been in existence for many decades, and in some cases for more than 100 years.”

“This is a natural phenomenon that happens all around the world,” Garvey said, “but in Melbourne it makes it even more important the LRVs are built to withstand these tough conditions.

“Fortunately, the Bombardier Flexity class is designed to suit this environment and has a proven track record in providing safe and comfortable passenger services in Melbourne.

“The car body is robust to suit local network requirements, and has been built to European fire and crashworthiness standards, which enhance the vehicle’s safety levels to that of worldwide leader status.”

ODAS TRIAL PLANNED

Bombardier plans to trial its Obstacle Detection Assistance System (ODAS) with its Victorian partners midway through 2020.

A joint development with the Austrian Institute of Technology, Bombardier’s ODAS uses an array of stereovision cameras focused on the area in front of the LRV, and highly advanced software algorithms which evaluate the vehicle envelope in real time along the track.

As soon as the system detects a considerable risk in front of the vehicle, it can alert the driver using visual and aural alerts.

“The ODAS product is progressing well and is active in the Flexity class in Europe,” Garvey said, ahead of the Victorian trial.

“In Frankfurt alone we have almost 150 systems in service. So far the ODAS platform has accumulated more than 10 million kilometres of passenger services, ensuring new levels of passenger safety and security.”

Bombardier has designed ODAS to be easy to upgrade, and switch in and out, thanks to its decentralised design featuring three separate components.

The first component is the camera unit: three identical stereo cameras within a single housing, mounted onto the inside of the windscreen. The cameras provide the high-resolution imagery and depth perception needed to provide accurate visual data for analysis.

That analysis is carried out in the second component of ODAS, the control unit. The unit is responsible for picture processing and interpretation, as well as additional routines which can provide further functionality.

The third component of the system is called the sync box, and is responsible for energy supply to the cameras, managing inputs and outputs, and providing a watchdog function to the controller. The sync box also acts as the liaison between the system and the tram, taking in vehicle information and delivering hazard warnings when needed.

LOOKING TO CONTINUE GOLD COAST SUCCESS
Bombardier is in discussions to supply vehicles for Stage 3A of light rail on the Gold Coast, and Garvey took a moment to reflect on the success of the 18 Flexity 2 trams Bombardier supplied to the project’s first two stages.

“The Gold Coast vehicles are performing extremely well,” he said. “Between 2014 and December 2019 there have been more than 46 million paid passenger trips on trams on that system, all on Bombardier LRVs.”

A particular point of pride for Bombardier was the performance of the fleet during the Commonwealth Games in 2018.“On some days during the Games they were running for 24 hours straight, in high traffic and warm weather conditions,” Garvey said, “and they did so without any issues.”

The fleet carried nearly 100,000 passengers a day during the Games, more than three times the daily average at the time – a success highlighted proudly by state transport minister Mark Bailey.

“It’s great to see so many people using the light rail network and other public transport modes to travel to events during the Commonwealth Games,” Bailey said in April 2018. “It is clear south-east Queensland commuters have responded well to taking all forms of public transport.”

Just prior to the Games the state managed to commission Stage 2 of light rail on the Gold Coast, which connected the original terminus at University Hospital to the Helensvale railway station – thus connecting the light rail to the region’s heavy rail network.

The results were immediate, with Bailey citing a “massive uptake of heavy rail commuters from both Brisbane and Varsity Lakes” during the games, and more than 180,000 passengers travelling to the Games via the heavy rail network in the Games’ first week.

With that success in the books, in November 2019 Queensland secured a funding package from the federal government to help deliver Stage 3A of Gold Coast Light Rail, further south to Burleigh Heads.

The state has said the 6.7-kilometre extension will require five new LRVs “similar to the 18 current vehicles,” and industry engagement is underway.