Rail Express September 2025

How Alstom brings global expertise and local know-how together to deliver smarter, safer and more efficient signalling systems.

Stations: More than movement PAGE 35 A world first PAGE 26

160 years of Queensland Rail PAGE 40

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Kayla Walsh Editor - Rail Express

Welcome to the September edition of Rail Express

Decarbonisation is one of the biggest issues currently facing the transport industry, with Australia striving to meet its target of net zero greenhouse gas emissions by 2050.

That’s why it was great to see so many representatives from across the rail sector at the recent Rail Decarbonisation & Resilience Conference in Sydney.

One project that particularly stood out to me was an innovative partnership that is working towards using recycled plastics from kerbside and industrial waste for modular tram stop platforms in Melbourne – a fantastic idea to make the network more sustainable, accessible and easier to maintain. Read more about it on page 38.

Our cover star this month is Alstom, a company that is playing a major role in shaping Australia and New Zealand’s signalling landscape. I caught up with its Master Expert in Signalling System Engineering, Olivier Leveque, to find out more.

Also this month, we shine a spotlight on station design and management. Typsa Group takes us behind the scenes as it transforms Spain’s Valladolid Campo Grande station into a modern transportation hub while preserving railway history, and we get an update from Transport for NSW on its Safe Accessible Transport Program.

As Queensland Rail marks its 160th anniversary, we look back at the history of

the railway industry in the state and the recent celebrations – check out the pics on page 40.

Rail First shares the details of its exciting new deal with Australian Food & Fibre, and MTR reflects on the success of Sydney’s M1 Metro Northwest and City Line.

Meanwhile, Protective Engineered Safety takes us through its groundbreaking DC detection technology, which will bring a new level of protection for our railway workers.

Rail Products tells us about two powerful new machines that are hitting the Australian market, Keolis discusses its global operations in heavy rail and strategic vision for Australia, and we hear about how the National Transport Research Organisation is shaping a safer, greener, and more efficient rail network.

It was also a pleasure to chat to Peter Koh, the Chief Executive Officer of Tyree Cable. Tyree is a fantastic Australian manufacturer that’s hungry to be a bigger part of our rail industry – read more on page 30.

Plus, we’ve got our usual columns from the Australasian Railway Association, the Rail Industry Safety and Standards Board, and more.

Happy reading!

kayla.walsh@primecreative.com.au

Line to be mothballed

Much of the rail line between Invercargill and Ohai on New Zealand’s South Island is set to be mothballed due to a planned coal mine closure near Nightcaps.

Takitimu Mine will close in the 2026-27 financial year, as the current coal resource is exhausted.

Bathurst Coal Ltd has said that further expansion is not viable, given its customers’ decarbonisation goals.

Coal transportation will end by mid to late 2026, before final rehabilitation and decommissioning of the mine begins.

“The Ohai Line is in a poor state and most of it is already closed to trains,” he said. “Significant damage to track and other infrastructure occurred in an extreme weather event in September 2023. Since then, coal from Takitimu Mine near the end of the line has been transported by road to Invercargill, where it is put on trains and travels 450 kilometres north.”

Sivapakkiam said the line would require more than $1 million of repair work to reopen it, and tens of millions of extra dollars on upgrades over the next five years. These upgrades would include replacing

“KiwiRail always supports the use of rail where it makes sense.

“The first nine kilometres of the Ohai Line, which supports the Alliance Group’s meat works at Lorneville, is not impacted and remains fully operational, supporting this important trading corridor.”

KiwiRail will remove level crossing signage from just north of Lorneville, as trains will not be allowed to run on the line.

However, there will be periodic inspections on rail vehicles and some lowlevel maintenance between Lorneville and Ohai to ensure the rail corridor remains safe

Strong results after 50-cent fares made permanent

More than 96 million trips have been taken on public transport in Queensland since 50cent fares were made permanent in February 2025, saving passengers almost $200 million.

Data from February to the end of July showed there has been a 16 per cent increase in trips on the public transport network across South East Queensland.

Buses recorded the biggest jump in patronage numbers, with customers taking 59.1 million trips, followed by trains (26.8

million), trams (6.6 million), and ferries (3.5 million).

Customers across regional Queensland have also increased their public transport use, with patronage on Translink’s regional buses increasing by 41 per cent in Cairns, 91 per cent in Townsville and 42 per cent in the Whitsunday’s to the end of June.

Minister for Transport and Main Roads Brent Mickelberg said six months on from making 50-cent fares permanent, the results

speak for themselves. “Queenslanders are saving money and embracing public transport as the most affordable and accessible travel option, with support for 50 cent fares climbing to 92 per cent since we made them permanent.

“From work commutes to weekend outings, the Liberal National Party’s Permanent 50 Cent Fares are making staying connected cheap and easy – helping to relieve cost-ofliving pressures for Queenslanders.”

Melbourne marks 87th level crossing removal

The Victorian suburb of Calder Park is now level crossing free, with the new Calder Park Drive bridge over the rail line opening to motorists.

This marks the 87th level crossing in Melbourne to be taken away as part of the state’s Level Crossing Removal Project.

The Victorian Government said removing the crossing will improve traffic flow, boost safety and allow for the nearby level crossing at Holden Road to also be closed.

More than 10,000 vehicles used these two level crossings each day, facing delays of up to 26 minutes when 25 trains travelled through the crossings in the morning rush hour.

Over the coming months, crews will complete the Calder Park Drive bridge’s shared use path and landscaping works, planting more than 200 trees and 100,000 plants, shrubs and grasses throughout the area.

Two former race cars were among the first vehicles to test drive the new Calder Park Drive road bridge ahead of its opening.

The 1990 Chevrolet Lumina NASCAR and the 1990 Holden VN Commodore AUSCAR

both raced at the nearby Calder Park Raceway’s Thunderdome in the 1990s.

“We took the cars for a couple of laps over the bridge, and it was a smooth ride,” said driver Richard White.

“The whole team have done an awesome job. It’s an impressive overpass. We used to come down Calder Park Drive to go to the raceway, and it’s great to see all the new development in the area.”

Iconic arcade reopens after upgrade

Melbourne’s beloved Campbell Arcade has reopened following an extensive three-year restoration as part of the Metro Tunnel Project.

The distinctive 1950s-era arcade, known for its pink tiles and retro charm, was temporarily closed in 2022 to allow work on the underground connection between Flinders Street and Town Hall stations, due to open later in 2025.

The Victorian Government said the restoration has brought Campbell Arcade back to its “former glory”, with original heritage features such as granite columns, curved tiled walls, and display windows cleaned and repaired.

Upgrades to lighting, ventilation, fire, and security systems have also been carried out with the aim of enhancing comfort and safety for pedestrians.

Completed in 1955, Campbell Arcade was the first major public construction project in Melbourne after World War II and was listed on the Victorian Heritage Register in 2015.

The arcade features eight shopfronts, with new businesses set to open later in 2025.

Dozen,’ have been preserved and will be handed over to the City of Melbourne, who will use them to showcase the story of the Metro Tunnel Project.

Passengers can now enter the arcade and access Flinders Street Station from Degraves Street, providing a new pathway into one of the city’s busiest transport hubs. While heritage constraints prevent an accessible entrance from

Street Station ensure the arcade is accessible via the Degraves Subway. Minister for Transport Infrastructure Gabrielle Williams said: “The revamped Campbell Arcade will offer a unique passageway between Flinders Street and the new Town Hall Station – and is another big milestone as we build towards the opening of the Metro Tunnel later this year.”

Opening date for Armadale Line announced

Perth's Byford Rail Extension, as well as the remaining outer section of the Armadale Line, will open for passenger services on Monday, October 13.

The announcement comes as the project enters a critical testing and commissioning phase, with driver training also underway. The Byford Rail Extension comprises a

brand-new train station in Byford on the south-eastern edge of Perth, offering 400 parking bays and a 46-minute journey to the city.

A new elevated station in the centre of Armadale is also part of the project, with about 200 parking bays provided for passengers.

As part of the project, seven level crossings have also been removed, two new road over rail bridges have been built at Thomas Road and Eleventh Road, eight hectares of new public open space have been built through the rail line elevation, and there are eight kilometres of new shared paths for pedestrians and cyclists.

While the Armadale Line has been closed, the Public Transport Authority has also delivered the Rail Revitalisation Program, carrying out major maintenance between Kenwick and Sherwood stations.

The work has included the replacement of 15 kilometres of track and pedestrian and vehicle level crossings, as well as other upgrades such as new drainage systems and enhanced overhead lines, communications and signalling.

The Australind Train, which utilises the Armadale Line, will resume services in early 2026, with the WA Government to announce a date soon.

The new Australind Trains are currently undergoing diagnostic testing at the Bellevue railcar facility.

First Aucklanders travel on City Rail Link

Auckland’s City Rail Link (CRL) marked a major milestone as New Zealand’s Prime Minister Christopher Luxon, Auckland Mayor Wayne Brown, government ministers, civic leaders and project partners travelled through the tunnels for the first time.

Starting at Maungawhau Station, the train travelled through the new Karanga-aHape and Te Waihorotiu stations, ending in Waitematā (Britomart).

The government and Auckland Council are jointly funding the $5.5 billion project, which is New Zealand’s first underground railway.

CRL said the trip, which took place on 8 August, was organised under strict safety protocols as part of the project’s rigorous train testing phase.

“We’re delighted to have been able to show off the progress we are making and offer a preview of the benefits thousands of Aucklanders will enjoy when CRL opens next year,” said City Rail Link’s Chief Executive Patrick Brockie.

Since the first test train ran in February 2025, more than 1600 individual test train journeys have already taken place inside the tunnels.

With heavy construction complete on the project, work is now focused on

“We know from lessons learned overseas, this is our most challenging and complex phase and getting this right for Aucklanders

KiwiRail Chief Executive Peter Reidy said KiwiRail continues to deliver significant upgrades to the metro network to support the increased services City Rail Link

“In Auckland we are carrying out work which would normally take a decade but is being delivered in three to four years.

“While working closely with our partners to ensure rigorous testing and commissioning of the City Rail Link, KiwiRail is also modernising our older rail assets so they can support significantly more trains

“We have delivered large new infrastructure projects to support

electrification, Third Main Line and Wiri to Quay Park, Western Power Feed – and continue at pace with the final stages of our Rail Network Rebuild and constructing three new stations in

Victoria’s new freight plan welcomed

Representatives from the rail industry have welcomed the updated version of the Victorian Freight Plan.

The 2025–30 plan sets out a direction for decarbonising the freight sector, improving infrastructure, and supporting more sustainable freight movements across Victoria.

Minister for Ports and Freight Melissa Horne met with more than 100 freight and logistics industry leaders at the launch of the new plan at Melbourne’s State Library.

She set out the key actions that will be taken, including targeted investments in new rail, road and port infrastructure to support freight combinations that can move more cargo with fewer emissions.

“Our plan will support operators to cut carbon emissions – making the industry more sustainable and ensuring freight can move around Victoria efficiently,” said Horne.

“This will protect and strengthen Victoria’s competitive advantage, maintain our status as Australia’s freight and logistics capital and support our workforce of 260,000 who keep our supply chains moving every day.’’

The plan will also consider issues such as

opportunities to promote greater use of rail, improve standardisation and enhance the capacity and resilience of the network.

Chief Executive Officer of the Australasian Railway Association (ARA) Caroline Wilkie said the launch of the plan provided a welcome foundation for Victoria to drive freight reforms across the state.

“Victoria’s $36 billion freight sector plays a significant role in driving the state’s economy and will be key to delivering increased productivity over the next five years,” Wilkie said.

“We are pleased to see the Victorian Government’s recognition that mode shift to rail is essential to the future of freight in the state.”

The ARA recommended the dedicated rail plan be supported by clear performance measures to track progress over time, in addition to the key performance indicators established in the plan.

“The rail freight sector is at a critical juncture, with only two per cent of freight moved by rail on the busy Melbourne to Sydney route,” Wilkie said.

“Clear policy reforms that deliver efficiency and productivity gains, and spur

greater use of rail, will deliver improved economic, environmental and community outcomes while ensuring the state’s freight sector can meet current and future demand.

“Ensuring we have the right freight moving on the right mode will strengthen the resilience of Victoria’s supply chains, while building a more sustainable and productive network.”

As part of the updated plan, the Labor Government will deliver the $8 million Freight Sector Innovation Fund to assist small and medium heavy vehicle operators trial and transition to low-emission equipment.

The fund will also expand electriccharging infrastructure to provide operators with greater access to low-emissions fuels, which will create new tools for industry to assess and track their carbon emissions to encourage decarbonisation.

The government is progressing further work as it seeks to become the first Australian state to be a sub-national endorser of the global Memorandum of Understanding for decarbonising freight transport, giving the state access to a global network of expertise and data to cut heavy freight transport emissions.

Signalling success

Olivier Leveque has helped to deliver some of the most pioneering signalling projects in the world over the past 25 years. We find out more about his journey.

In the complex world of rail signalling, Olivier Leveque stands out as a beacon of expertise and innovation.

As Alstom’s Master Expert in Signalling System Engineering, Leveque has played a central role in shaping the company’s signalling solutions both locally and globally.

With a career in signalling, systems development and deployment in various railway environments spanning more than 25 years, as well as a PhD in Control of Complex Systems, specialising in autonomous vehicles, Leveque brings a rare blend of academic rigour and practical experience to the table.

AN UNEXPECTED START

Leveque took a somewhat unusual path to joining the railway industry. In completing a PhD in Control of Complex Systems at the National Centre of Scientific Research (Centre national de la recherche scientifique/CNRS) in France, he spent some years teaching at the university, passing on his knowledge of mathematics, engineering and mobile robotics.

“Eventually I came to a point where I was asking myself if this was the right direction for me,” he said. “It was a bit too academic, and I wanted something more practical.”

After he came across Alstom’s development centre in Charleroi, Belgium “completely by chance”, he found himself accepting a job there in 1998.

At the time, something big was happening in signalling: the inception of the European Traffic Management System (ERTMS).

Leveque’s academic and research

"My PhD was a very important step in terms of research, innovation, thinking outside the box, understanding complex problems, and solving them," he said.

“When you do scientific research, you read widely and take insights from various fields, not just your specific field.”

Over the years, Leveque’s learning has continued with qualifications in Engineering Management for Railway Transport Systems, Safety for Railway Applications and Cybersecurity for Signalling Applications.

GLOBAL EXPERIENCE

After Leveque joined Alstom’s signalling team, he proved instrumental in ERTMS product development, working on critical systems like European Train Control System (ETCS) odometry and interoperability demonstration across multiple countries. In the early stages of his career in the 2000s, he contributed to the system and software design as well as the integration of ERTMS in the laboratory and then on the first pilot lines in Italy, the Netherlands, France and the United Kingdom.

He then led the testing and commissioning of the ERTMS onboard systems on projects such as the Madrid-Llerida High Speed Line and the Roma-Napoli High Speed Line.

where he defined the strategic plan for the Communication Based Train Control (CBTC) market, establishing relationships with local partners and leading the CBTC technology transfer.

All this experience served Leveque well when he turned his sights to Australia and New Zealand, where he has spearheaded the development and implementation of signalling and systems solutions.

LOCAL SOLUTIONS

In Australia and New Zealand, Leveque has been instrumental in major signalling projects including: Interlocking renewal and ETCS Level 1 in Brisbane, Level Crossing Removal Projects in Melbourne, AMS (ETCS L1LS) and Interlocking renewal in Sydney, Metro Northwest in Sydney, Perth High Capacity Signalling and KiwiRail’s Traffic Management System.

A highlight was the deployment of ETCS Level 1 on the North Coast Line, from Caboolture to Gympie in Queensland.

Just weeks before our interview, the first test train had successfully run on this section.

The trains are Alstom-built with an ETCS Onboard from Hitachi, and the ETCS trackside is Alstom technology.

“We delivered this project some years ago, but we were waiting for the availability of an ETCS-fitted train,” Leveque said.

and the first test results are very positive, demonstrating the seamless technical interoperability between the two suppliers; an area in which Alstom excels.

“This ETCS signalling upgrade will bring safety benefits, and there is an in-cab signalling system as well. The Driver Machine Interface tells the driver what maximum speed he can safely drive at, together with the authorised distance to travel up to.”

THINKING OUTSIDE THE BOX

When challenges arise on a project, Leveque uses creativity and innovation to develop tailored and value-add solutions.

Sometimes this involves the use of technology – such as leveraging advanced machine learning algorithms, data analytics and automation to drive efficiency, minimise downtime and improve safety in rail networks.

One example of this was Melbourne’s Level Crossing Removal Project. Leveque introduced a new Interlocking solution capable of controlling both legacy trackside controllers and new object controllers, which eased the project delivery from a time and cost perspective and provided a technology upgrade path to replace the ageing assets when need be.

Another case was New South Wales’ Digital Systems Program, a project which

signalling equipment with the latest in-cab train control technology, ETCS Level 2.

Leveque initiated the discussion internally and with the customer to change the safety platform hosting the interlocking and Radio Block Centre (RBC) applications.

His proposal to use the latest safety platform saved the customer time and money as the current safety platform would require replacement at some point during the project, which has multiple stages spanning many years.

Leveque said it is crucial to listen and collaborate with customers to deliver the best and most efficient system that suits their business requirements.

“At Alstom, we have invested in the right people who really listen to our customers and take the necessary time to understand their needs and their pain points,” he said.

“At the end of the day, it’s the customer who is going to be using the system – we are just the provider. We need to make sure our solutions meet our customer needs and expectations in terms of safety, performance, operation and maintenance.”

For the signalling expert, innovation is key – but not just for the sake of it.

“Innovation can come with complexity, and I don’t think it needs to,” he explained.

“We have more automation in design, testing and validation tools and so on – yet we see project timelines are getting longer

Cover Story

and longer, which shouldn’t be the case.

"The benefits of the engineering tools' automation are quite often neutralised by the heavy delivery processes required in most of our projects.

“There are ways of innovating that make things more cost-effective, more efficient and simpler at the same time. Innovation is not limited to products; delivery methodology and processes need to be looked at carefully."

SHARING KNOWLEDGE

Leveque is a big believer in sharing the skills and knowledge he has acquired over the years.

He has mentored many of his colleagues to improve their technical expertise, training them in Alstom’s Digital and Integrated Systems Solutions Portfolio.

“In Alstom we are lucky to have a very broad product and solution portfolio, and we have deployed most of these solutions in Australian and New Zealand railway networks,” Leveque said.

Leveque said he has worked on many different solutions, and is always updated on new developments, new products and new technologies.

“It’s important to share that knowledge with the team and make space for others to become experts.

“We are lucky as the market leader to have strong capabilities in every state in Australia combined with intimate knowledge of each state’s rail network challenges.

“But I think whether you are an expert or not, it’s great to share your ideas and experience with people who have different backgrounds. That’s how you get the best outcome.”

CHALLENGES AHEAD

Leveque said one of the key challenges facing Australia’s rail industry is interoperability between connected rail networks.

Representing Alstom, he is part of consultation groups with the National Transport Commission and the Australasian Railway Association to support the development of the approach and standards to ensure interoperability of digital train control systems.

“Interoperability will improve safety, service reliability and efficiency, and I think it will also increase rail’s share when it comes to freight transportation,” he said.

“Something has to be done, and we’re

taking the right approach but we must accelerate the interoperability deployment as time is not on our side.

“Let’s take advantage of all the good work done in Europe on control command and signalling interoperability for the last 30 years, and use standard, proven and sustainable solutions.”

A NEW STANDARD OF EXCELLENCE

Sriram Dharmaraja, Alstom's Signalling and Infrastructure Director for Australia and New Zealand (ANZ), said Leveque is a “visionary in his field”, shaping its Digital & Integrated Systems business across the ANZ region.

“Olivier is constantly pushing the envelope, developing cutting-edge technologies that have revolutionised the rail industry,” he said.

He praised Leveque for fostering a culture of safety and quality in engineering delivery, with extensive collaboration across Alstom’s multidisciplinary teams.

“His ability to navigate complex technical challenges and drive cross-functional cooperation has resulted in the successful integration of advanced signalling and systems technologies, generating unprecedented value for customers and setting a new standard of excellence in the field.

“His outstanding leadership, technical prowess, and unwavering dedication to advancing signalling and systems engineering have not only transformed Alstom, but have also left a lasting impact on the industry as a whole.”

“In an industry where project overruns are commonplace and practices have remained largely unchanged since the middle of last century, Octant AI’s predictive capability is revolutionary.”

—Bent Flyvbjerg, Saïd Business School, Oxford University

From paddock to port

Australian Food & Fibre has partnered with Rail First to lift the productivity of its supply chain operations, providing more sustainable, safe and reliable freight solutions.

At a time when industry and government are looking to boost the productivity of supply chains and reduce carbon emissions in transport networks, Rail First and Australian Food & Fibre (AFF) have signed a deal to haul containerised agricultural commodities by rail across AFF’s regional network to Port Botany in New South Wales.

AFF Managing Director Joe Robinson said the partnership with leading rail freight rolling stock provider Rail First, in addition to a partnership with Sydney Rail Services (SRS), marks a significant step forward for AFF’s operations and grower network, enabling the efficient haulage of commodities from northern New South Wales to Port Botany.

“This service is a major investment in our supply chain that supports not only our ginning (the process of separating cotton fibres from their seeds) infrastructure but also the growers who supply us,” he said.

“It strengthens our ability to move cotton, cottonseed and grain efficiently from regional New South Wales to global markets; while also connecting the rural communities we operate in with more reliable, long-term freight solutions.

“Rail haulage offers our business and customers a safe, cost-effective and environmentally friendly way to help

transport large volumes of agricultural export commodities from paddock to port.”

AFF is a prominent and innovative agribusiness with end-to-end oversight of the cotton supply chain from production to export.

The business owns and manages extensive farming operations in the Gwydir, Namoi, MacIntyre, Macquarie and Murrumbidgee valleys, and on the Darling River. It grows high quality cotton, with a focus on sustainability, that is exported via Port Botany to international markets.

Containerised freight volumes are consolidated across AFF’s extensive network, including key facilities in Narrabri and Warren, before being hauled by rail to port.

As part of the agreement, AFF is also exploring ways to open its infrastructure to third-party users, creating the potential for its sites to operate as regional intermodal hubs.

“We’re already seeing early signs of how this freight pathway can benefit not just our growers, but the broader business community,” Robinson said.

“In recent months, we’ve moved solar infrastructure and other agricultural consumer goods through our system, which has been a positive step for our regional economies.

“At a time when rail services are in significant demand, AFF’s size and scale have positioned us to offer a reliable freight solution that supports high production periods across multiple sectors.”

The contract with AFF includes Rail First leasing two new 4500 horsepower locomotives and 70 40-foot intermodal wagons for transporting commodities.

Rail First Chief Executive Officer Beata Lipman said: “This deal is a great example of Australian businesses partnering to lift the productivity of supply chain operations, support the growth of local industries, generate jobs in the regions and assist the nation’s manufacturing base.”

Rail First is the largest lessor of rail freight rolling stock in Australia, with approximately $500 million in assets, including 80 locomotives and 1400 wagons. The company manufactures and overhauls rail rolling stock in Adelaide and Goulburn, with the latter facility to provide maintenance services to AFF’s leased locomotives and wagons.

Lipman said Rail First is proud to be the only manufacturer of 40-foot and 48-foot intermodal wagons for hauling shipping containers in Australia.

“To further boost our overall service offering to existing and future customers,

Rail First recently invested $100 million to acquire 12 new energy-efficient UGL CF44 freight locomotives of 4500 horsepower,” she said.

Rail First provides leasing and manufacturing services to a diverse variety of customers across Australia, including above-rail operators, rail infrastructure owners and managers, regional exporters and cargo owners.

Rail freight operations for AFF, including provision of train crews, will be undertaken by above-rail operator SRS.

SRS General Manager Matt Stapleton said SRS has a great deal of expertise and experience in providing regional rail services to a diverse range of supply chain customers on the eastern seaboard, notably in the sectors of containerised and bulk freight.

“This deal involved companies working together to integrate and leverage our respective assets, commercial products, regional footprints and skilled freight workers to deliver a new and superior outcome for the transport of agricultural commodities to port,” he said.

Since commencement this season, the rail service has operated up to three times each week between Narrabri and Sydney, shifting up to 65 Forty-foot Equivalent Units (FEUs) of freight per trip (1982 metric tonnes). This has been a major step for AFF in strengthening its freight and logistics supply chain.

Stapleton said AFF’s intermodal terminal at Narrabri is a perfect location to both

consolidate containerised freight volumes and stage regional train services destined for the port.

“Additionally, the cycling of empty shipping containers into operations for AFF will be undertaken at the Swift Enfield Intermodal Logistics Centre, which offers direct and daily connections to Port Botany via dedicated freight-only rail,” he said.

Lipman said leasing products have been developed to provide Rail First customers like AFF with the option to use and maintain the latest modern freight locomotives and

rail wagons, allowing them to rapidly “flex up” supply chain operations while preserving capital for other business initiatives.

“As part of our long-term leases, Rail First customers also benefit from having full control of locomotive and wagon assets,” she said.

AFF has worked closely with Rail First and SRS to integrate rail haulage into its broader supply chain operations. This includes optimising available train paths across multiple track networks and coordinating access to Enfield, where freight is then

Freight Rail

shuttled to stevedoring terminals at Port Botany by Swift Transport.

Robinson said the collaboration has helped AFF to improve how it moves high volumes of cotton, cottonseed and grain to port.

“It is strengthening both the efficiency and sustainability of our supply chain and positions us to better meet the evolving needs of our growers, customers and export partners,” he said.

“This agreement reflects AFF’s broader commitment to supply chain innovation, not just for our business, but for the regional communities we operate in.

“We’ll continue investing in long-term solutions which benefit growers, reduce supply chain bottlenecks, and support rural industry growth.”

In recent years, new ownership and management at Rail First has helped to create a “new culture” at the company, with a core focus on offering market-leading long-term solutions to customers.

Lipman said greater diversity in the executive team is putting customer needs at the centre of every decision. Each executive

has 20 to 30 years of expertise in transport and logistics, rail supply chain operations, manufacturing, construction and/or commercials, as well as deep relationships across the Australian rail sector.

“In recent years, Rail First has made a strategic decision to better understand each modal leg in regional and interstate supply chain operations, to help better integrate rail haulage into the freight and logistics needs of existing and future customers,” she said.

According to a 2020 report by Deloitte Access Economics commissioned by the Australasian Railway Association (ARA), rail freight produces 16 times less carbon pollution than road freight per tonne kilometre travelled.

Lipman noted that only through a deep understanding of end-to-end operations and services, including how the rail, road and shipping elements fit together between origin and destination, can the rail sector attract more customers to grow its share of the national freight task and help Australia meet its sustainability goals.

“The economic, social and environmental

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On track for success

Metro Trains Sydney reflects on a year of growth, operational resilience, and meaningful community engagement.

From July 2024 to July 2025, Metro Trains Sydney (MTS) delivered a total of 135,331 services on Sydney’s M1 Metro Northwest and City Line, covering more than 6.4 million kilometres.

This represented a 29.2 per cent increase in the number of services delivered compared to the previous financial year – and a 72.9 per cent increase in kilometres travelled.

Not only that, but there was a 179.6 per cent increase in patronage, with more than 61.5 million customer journeys clocked.

MTS, a joint venture between MTR Corporation, John Holland Group and UGL, attributed the increases to the extension of the network from Chatswood to Sydenham – starting with the first passenger service on the Sydney Metro City Line on August 19, 2024.

“This was a momentous milestone achieved through the hard work, collaboration and dedication of many stakeholders working towards a common goal,” MTS wrote in its 2024–25 financial year Operations and Maintenance (O&M) Annual Operations Performance Report for the M1 Metro Northwest and City Line.

“July 2025 concluded with excellent operational performance, minimal

material incidents and incredible customer feedback.”

Despite the rise in service delivery, patronage and kilometres travelled, MTS said almost all relevant service quality indicators maintained strong performance throughout the year.

CLEANLINESS AND GRAFFITI

MTS is given a service quality score for train, station, public area and rail corridor cleanliness each quarter, based on its ability to quickly identify and remove graffiti and replace damaged items and etched surfaces.

In every quarter of the 2024–25 financial year, it exceeded its target score of 95 per cent for both trains and stations. For public areas and the rail corridor, it also far surpassed its target of 90 per cent.

Graffiti and vandalism incidents increased overall across the Sydney Metro Northwest network, but the rate of incidents per one million customer journeys dropped.

“This indicates improved resilience relative to growing patronage,” the report stated.

“The O&M contractor continues to work closely with Sydney Metro and local law enforcement agencies to reduce the number of instances.”

ASSET MANAGEMENT

A major focus for MTS in the 2024–25 financial year was its Asset Management Improvement Program (AMIP), which included the completion of nine initiatives aimed at enhancing system capabilities, reporting and organisational processes.

The Asset RAM (Reliability, Availability, and Maintainability) Initiative involved the development of a structured framework and reporting for monitoring reliability, availability, and maintainability, supported by approved metrics and regular disciplinespecific reliability meetings.

STAKEHOLDER AND COMMUNITY ENGAGEMENT

MTS’ stakeholder and community engagement efforts during the year focused on inclusive outreach and relationship building.

Some of its successful initiatives included guided tours for seniors during the New South Wales Seniors Festival, which MTS said received “highly positive feedback and boosted confidence in using the network”.

More than 40 seniors attended the tours and learned about stations’ accessibility features, including escalator, lift and Help Point safety and automated service features.

activities for Anzac Day, with the recitation of the Ode of Remembrance on Metro trains and platforms, MTS frontline staff wearing a rosemary sprig and the distribution of Anzac biscuits to customers attending the march in Sydney CBD.

The successful delivery of hallmark events across the city – particularly New Year’s Eve, the Sydney Marathon, Vivid Sydney festival, and Australia Day – significantly contributed to the advancement of integrated transport strategies, involving collaboration with key stakeholders such as the Transport Management Centre (TMC), City of Sydney, and emergency services. This work has enhanced the overall customer experience.

A total of 65 site visits were hosted at the Sydney Metro Trains facility and other sites across the network, giving stakeholder groups more insight into metro operations.

ENVIRONMENT

MTS demonstrated strong environmental performance throughout the year, meeting key targets under its Environmental Protection Licence. Noise and vibration levels, pollution control measures, water discharge, and air quality all remained within approved limits.

While waste management did not meet the 80 per cent landfill diversion target for most of the year, the introduction of a new waste contractor improved outcomes.

from 74 per cent and met the target, with additional hand-sorting at stations helping to close the gap.

Environmental monitoring was thorough, with 312 inspections carried out and no issues identified. One external audit is still underway.

The 2022–23 National Greenhouse and Energy Reporting (NGER) submission was delivered on time, and emissions and energy use remained in line with previous years, indicating operational stability. MTS also reported an energy intensity of 14.75 kilowatts per hour per passenger kilometre, establishing a benchmark for efficiency improvements in the future.

WORKFORCE

Workforce development was a major focus for MTS throughout the year. Several mentoring and retention schemes were implemented, including the School-Based Apprenticeship and Traineeship (SBAT) Program, the EMD Undergraduate Program, and a pre-employment program developed to support entry into the industry.

The contractor hired six SBAT participants and two learning and development trainees, and supported ten Corrective Services Justice Candidates (CJCs) through traineeships.

MTS successfully met its training goals, delivering a wide variety of courses including Certificate III and IV in Business,

Conflict De-escalation. In total, 20 per cent of its workforce underwent professional development training, with 10 per cent completing nationallyrecognised qualifications.

With a strong commitment to diversity and inclusion, MTS is also on track to exceed its targets for workforce representation from Greater Western Sydney, disadvantaged communities, and Aboriginal and Torres Strait Islander peoples.

A YEAR OF GROWTH AND RESILIENCE

MTS said it is pleased with its achievements in the 2024–25 financial year, in collaboration with its client and delivery partners.

“The achievements reflect a year of substantial growth, operational resilience, and meaningful community engagement,” the report states.

“Despite the challenges posed by network expansion, defects and increased patronage, service quality remained strong, asset management matured, and environmental compliance was largely maintained.

“We remain committed to continuous improvement – refining customer experience, enhancing operational performance, and advancing sustainability and workforce development initiatives to meet evolving expectations and future demands.”

Addressing industry challenges

The National Transport Research Organisation is playing a vital role in advancing rail safety, sustainability, and infrastructure management across Australia and New Zealand.

The National Transport Research Organisation (NTRO) is a non-profit that develops knowledge, innovations, standards and specifications for moving people and freight across Australia and New Zealand.

Now encompassing rail as well as roads, ports and airports, NTRO is driven by more than 60 years of transport expertise.

Through a mix of direct initiatives and collaborative projects, including the National Rail Collaboration Group (NRCG), the organisation is helping to shape a safer, greener, and more efficient rail network, while also prioritising worker safety and capability development.

“We’re focused on practical, applied research that can be implemented to improve safety, sustainability and performance across the network,” said NTRO’s Client Outcomes Leader Karen Cogo. “The work we’re doing is focused on real

industry needs and designed to deliver long-term value.”

SMARTER SAFETY AT LEVEL CROSSINGS

NTRO’s rail safety initiatives include piloting innovative technologies such as the Augmented Level Crossing Warning System.

This solar-powered, radar-based system was successfully trialled in New Zealand from 19 February to 14 May 2025, demonstrating an increase of 38 per cent in vehicle stopping compliance at passive level crossings.

“By providing real-time warnings to drivers, the Augmented Level Crossing Warning System reduces collisions and improves overall crossing safety,” said NTRO’s Project Lead, Paul Bennett.

“The low-cost solution helps address the safety gap at passive crossings where installing traditional active controls isn’t feasible.”

The system was developed and installed in partnership with the Australasian Railway Consultancy Services (ARCS) Group, with compliance and Artificial Intelligence (AI) analytics provided by JPEC Consulting and funded by the NRCG.

In addition, NTRO is tackling urban rail noise and vibration concerns by reviewing and assessing infrastructure solutions that mitigate these impacts on both light and heavy rail networks.

“These efforts support healthier communities and help preserve the structural integrity of nearby buildings,” Bennett added.

LEADING SUSTAINABILITY IN RAIL INFRASTRUCTURE

Sustainability remains a core focus for NTRO, which has led to the development of the Sustainable Rail Infrastructure Materials: Best Practice Reference Guide. This resource offers the industry insights into green and recycled steel, alternative concrete mixes and timber sleeper replacements, which are key to reducing the embodied carbon footprint of rail infrastructure while maintaining performance and durability.

“It’s about providing the sector with confidence in low-carbon alternatives,” said NTRO’s Project Lead Jaimi Harrison.

BUILDING CAPABILITY AND CONFIDENCE

To address the ongoing shortage of qualified infrastructure inspectors across the rail industry, NTRO, under the NRCG, is leading an initiative to enhance technical capability and inspection consistency nationwide.

Now in its second year, the Rail Bridge Inspection Training Project is the first of its kind in Australia. It has developed targeted training modules aligned with the National Units of Competency. These modules are currently undergoing industry review and have been carefully designed to strengthen the knowledge and skills of rail bridge inspectors.

The next phase of the project will focus on developing robust assessment tools that meet national standards. NTRO will work with a Registered Training Organisation (RTO) to submit the training package to the Australian Skills Quality Authority (ASQA) for formal accreditation, paving the way for a nationally recognised certification for rail bridge inspectors.

"Upskilling inspectors helps ensure safer rail operations and more accurate asset condition data for long-term decisionmaking,” said NTRO’s Rail Structures Specialist Tatiana Sanchez Castano.

“This critical training supports the safe and sustainable growth of Australia’s rail network, helping to reduce risk and improve the reliability of infrastructure through more consistent, high-quality inspections.”

INNOVATING THROUGH APPLIED RESEARCH

NTRO is also advancing automated methods to enhance the Australian Level Crossing

Assessment Model (ALCAM). Using AI and advanced sensors, these innovations aim to address workforce shortages and improve inspection efficiency.

NTRO’s Client Outcomes Leader Karen Cogo said this project, undertaken in partnership with key industry stakeholders, exemplifies NTRO’s commitment to practical, technology-driven solutions.

“Applied research allows the delivery of practical solutions that directly respond to the rail industry’s evolving needs,” she said. “By working closely with government,

operators, regulators, and suppliers, we can innovate effectively, enhance safety and sustainability, and support long-term asset performance.

“Investing in applied research not only drives innovation but also builds industry capability, reduces risks, and ensures rail networks remain efficient and resilient into the future.”

Many of these initiatives have been delivered via the NRCG, chaired by NTRO. The NRCG enables co-investment in targeted research that delivers measurable outcomes

– whether it’s reducing operational risk, improving worker safety, or advancing environmental performance.

“The NRCG gives the industry a valueand outcomes-driven opportunity to collaborate and share the cost and benefit of innovation,” said Cogo.

“This reflects our shared goals to provide practical and innovative solutions, build industry capability, and support safety, sustainability, and economic efficiency.”

NEW COLLABORATION AND ENGAGEMENT

NTRO is actively welcoming new participants to join the NRCG, expanding the collaborative research network to tackle pressing rail industry challenges collectively.

At the same time, individual organisations are encouraged to engage with NTRO directly for tailored research projects and consultancy services.

This dual approach ensures a broad range of stakeholders can benefit from NTRO’s expertise, whether through collaborative NRCG projects or bespoke solutions delivered independently.

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Passenger Rail

Global leaders, local partners

Keolis and its parent company SNCF Group share how they are strengthening their presence in Australia ahead of the upcoming Melbourne MR5 train tender.

With a legacy founded in France and a footprint that spans the globe, Keolis and its parent company SNCF Group are well respected operators of passenger rail networks.

Together, these transport leaders bring more than a century of experience in delivering mobility solutions to complex networks.

In July 2025, Keolis announced an agreement to acquire Downer’s entire stake in the Keolis Downer joint venture in Australia, after 16 years of partnership. The transaction is expected to be finalised by the end of 2025.

Through this investment, Keolis aims to reinforce its role as a trusted partner to Australian public transport authorities, delivering innovative mobility solutions that meet the evolving needs of passengers and communities.

The move will support Keolis’ continued growth in Australia across the bus, tram, automated metro, transport on demand, autonomous shuttle and rail markets. It will also place Keolis and SNCF Group in a strong position for the upcoming Melbourne MR5 train tender.

also resilient and future-ready. Projects have included introducing and upgrading systems and technology in live operational environments without disruption to ongoing operations.

significant investments and future-proof the network to meet the needs of a growing, dynamic Victoria.”

THINKING LIKE A PASSENGER

At the heart of the Keolis and SNCF Group’s philosophy is a simple but powerful idea: a passenger. This ethos drives every aspect of service design, from network planning to customer experience.

Philippe Mouly is a member of the Keolis SNCF Group Melbourne-based team, having previously served as SNCF Voyageurs’ Managing Director of three lines on the Paris Transilien rail network, including RER A, the busiest line in Europe.

“By walking in the shoes of our passengers, Keolis and SNCF Group ensure that services are intuitive, accessible, and responsive to real-world needs,” he said.

Against this backdrop, Rail Express sat down with Keolis and SNCF Group to discuss their global operations in heavy rail and strategic vision for Australia.

GLOBAL EXPERTISE IN METRO RAIL

SNCF Group, France’s national railway company, has been a cornerstone of European mobility for over 100 years. With its subsidiary Keolis, they operate across more than 20 countries, running complex commuter rail networks in major cities including Paris, Boston, Shanghai, Dubai and London.

SNCF Group itself brings deep expertise in metro rail, having developed and operated some of Europe’s most advanced urban transit systems, as well as some of its oldest heritage assets. Its stewardship of the Paris RER and Transilien SNCF Voyageurs networks showcases its ability to manage high-capacity, high-frequency metro services that integrate seamlessly with broader transport ecosystems.

SNCF Group’s engineering and operational excellence have helped shape metro systems that are not only efficient but

Keolis complements this expertise with its global operations, including in Paris, the Massachusetts Bay Transportation Authority (MBTA) commuter rail in Boston, and as part of the Govia Thameslink Railway (GTR) consortium in the United Kingdom.

“GTR is the largest rail franchise in the United Kingdom, where it is recognised for delivering consistently high passenger satisfaction and doing so with operational efficiency to ensure best value for its clients,” said Broseta.

Speaking to Keolis and SNCF Group’s shared vision in Australia, Broseta said she is proud of their track record in Australia under the joint venture, having grown into a leading national multimodal public transport operator.

“Keolis’ acquisition of our Australian operations strengthens our ability to deliver innovative and affordable mobility solutions and deepen our role as a trusted partner to government,” she said.

“In the case of Victoria, major projects like the Metro Tunnel, the Level Crossing Removal Project and the Sunshine Station transformation are reshaping the network.

“It’s a critical time for integrated planning and delivery. Our global expertise and strong local experience places us in a position to partner with the state to realise the full potential of these

Mouly noted that this approach is evident in Keolis and SNCF Group’s co-design initiatives, where passengers are actively involved in shaping services.

“Feedback loops are embedded into operations, allowing for continuous improvement based on lived experiences,” he said.

“Accessibility is a priority, with investments in infrastructure and technology that cater to people of all abilities.

“A core principle of our service planning and delivery is a passenger-first approach – focusing on what matters most to them: safety, reliability and attention across our organisation to the details that enhance customer satisfaction.”

INNOVATING FOR BETTER JOURNEYS

Keolis and SNCF Group see innovation as more than a buzzword. For them, it’s a commitment to transforming mobility through smart, efficient and affordable solutions.

David Franks, Managing Director of Keolis Mitsubishi Heavy Industries (MHI) in Dubai, will soon be joining the team in Australia.

He said Keolis and SNCF Group’s global operations serve as testbeds for “cuttingedge technologies” that enhance both the passenger experience and operational efficiency and are transferred as bespoke local offerings.

Smart service delivery, assisted by bespoke Artificial Intelligence (AI) solutions

including in scheduling and disruption management, helps services run smoothly, safely and efficiently.

Franks continued: “Keolis are leaders in harnessing technology. Look at our track inspection machines deployed in Dubai metro.

“The award-winning Autonomous Rail Infrastructure Inspection System (ARIIS) is equipped to utilise the latest in camera and lidar technology and deployed in small maintenance windows during the overnight shut down, exploiting AI technology with advanced algorithms to identify emerging defects and measure wear.

“Today’s technology investments lay the foundation for tomorrow’s intelligent transport solutions, enhancing efficiency and passenger experience.”

A DEEP CONNECTION TO MELBOURNE

Keolis and SNCF Group have long been trusted partners in Melbourne’s transport landscape, extending to their engagement within the communities they serve. They invest in communities through local procurement, supplier diversity, and partnerships with organisations like Western Chances, which supports young people in Melbourne’s west to achieve their potential.

Terry Bracks, Chair of Western Chances, said: “Our partnership with Keolis and SNCF Group has helped us expand our reach and support even more young people in achieving their education and career goals.

“The collaboration exemplifies the power of cross-sector partnerships to drive meaningful social impact.”

This community focus is matched by a strong investment in people.

Broseta said: “Keolis and SNCF Group build skilled, diverse, and empowered workforces through training, leadership development, and inclusive employment practices. Safety and innovation are central to the employee experience. By creating environments where staff feel supported and inspired, Keolis and SNCF Group ensure that their workforces remain agile, resilient, and ready to deliver excellence.”

Constructive relationships with unions are also a key part of Keolis and SNCF Group’s approach, working towards open dialogue, mutual respect, and shared commitment to safe, fair and highperforming workplaces.

MAJOR EVENT DELIVERY

Keolis and SNCF Group have a proven track record in managing public transport for some of the world’s biggest events, including the 2024 Olympic Games in Paris. These experiences highlight their ability to scale operations, coordinate with multiple stakeholders, and deliver seamless mobility under pressure.

This expertise is critical to Melbourne, a city known for its vibrant events calendar and tourism economy – whether it’s the Australian Open, the Formula One Grand Prix, or major concerts and festivals.

LOOKING TO THE FUTURE

Asked about the future of public transport in Victoria, Broseta said: “Victoria’s rail future isn’t just about tracks and tunnels –it’s about transforming how people move, connect, and thrive.

“With global know-how and deep local roots, Keolis and SNCF Group are ready to help deliver a smarter, more connected network that grows with the city and delivers lasting value for every passenger.”

A world first Technology

A Perth technology company is setting a new benchmark for rail safety, introducing DC power detection into one of its life-saving products.

Protective Engineered Safety is breaking new ground by integrating world-first direct current (DC) hazard detection into its flagship GoUpSafely system – which Protective’s Managing Director Karl Rosewarne said will deliver “true end-toend protection” for rail, tram and light rail operators.

GoUpSafely is a unique product capable of sensing electrical fields, invented by Perth-based engineer Rosewarne after he witnessed the aftermath of several fatal electrical accidents and decided he needed to do something to stop this avoidable loss of life.

The product can be installed in most types of aerial machines working on construction sites and near rail lines. When it senses a live power line within the machine’s pre-programmed danger zone, it sends a warning to the operator, while also preventing the machine from contacting the power source and allowing it to move out of harm’s way.

Now, Protective is taking GoUpSafely to the next level – and addressing a “dangerous blind spot” in Australia’s rail industry.

CLOSING THE SAFETY GAP

Electrical hazards are one of the leading causes of serious injury and death on worksites worldwide.

While overhead alternating current (AC) power lines have become the focus of detection technology and new regulations,

Rosewarne said DC-powered rail corridors –common in tram, light rail, and private rail networks – have long been overlooked.

“Until now, there has been no automated, machine-mountable solution that reliably detects the presence of live DC lines and can actively prevent accidents,” he said.

“Building on the success of GoUpSafely’s globally deployed AC detection, Protective’s engineering team has achieved what no one else has: combining high-voltage AC and DC detection into a single, integrated safety system for mobile machinery.”

The result is a durable, permanently installed sensor that can alert operators and stop a machine if it approaches a live overhead line, whether it’s carrying AC or DC voltage.

Rosewarne explained that traditional DC detection has relied on field mill technology, which uses exposed plates to sense static

electric fields but is inherently vulnerable to weather, dust, and physical wear.

“These devices are suited only for laboratory or hand-held use – not for the harsh and variable environments of rail corridors,” he said. “Protective’s breakthrough is a fully sealed, weatherproof static detection system, designed specifically for permanent mounting on rail vehicles and mobile equipment.”

HOW DOES IT WORK?

The new GoUpSafely system combines proven AC electric field and frequency sensing, already in use across cranes, tippers, concrete pumps, and more, with static electric field sensing for DC voltage and machine motion awareness.

“The AC electric field and frequency sensors we already have on the market detect AC lines with pinpoint accuracy, filtering out nuisance alarms,” Rosewarne said.

“Meanwhile the new sealed sensor technology enables detection of DC lines, even in tough rail and tram environments.

“In addition, by integrating motion data, GoUpSafely can distinguish real hazards

reducing false alarms and providing actionable alerts.”

To power these new capabilities, the DC sensors are hardwired to the host machine, due to the increased energy demands of static field and motion sensing.

However, all operator notifications and controls remain wireless and compatible with existing

DESIGNED FOR THE REAL WORLD

Protective’s design team has reimagined the GoUpSafely sensor housing, eliminating the solar panel to make room for the new detection components, and adding advanced electromagnetic shielding to ensure accuracy.

“The entire package is engineered to meet stringent IP68 ingress protection standards, suitable for the scorching heat of an Australian summer or the freezing winters of Europe,” Rosewarne noted.

Just as importantly, the system is designed for permanent installation, so there is no frequent calibration or ongoing sensor protection required.

“Once installed, operators and site managers can have confidence that GoUpSafely will keep working day after day, regardless of weather, vibration, or grime.”

BRIDGING THE INDUSTRY GAP

Rosewarne said that with no commercial DC detection systems currently on the market that offer a rugged, sealed sensor suitable for mobile applications, or one that can integrate with machine controls to stop movement when a hazard is detected, most operators are still relying on human spotters.

“Human spotters are looking for an electric field – which is something you can’t really see.

“There are also a lot of factors at play, from fatigue to poor eyesight, that means

He said Protective’s updated AC/ DC GoUpSafely system fills this critical industry gap, providing rail maintenance vehicles, emergency response machines, and other mobile platforms with a solution that brings DC corridors into the fold of modern safety.

TESTING AND VALIDATION

Due to the complexities of DC detection, Protective has built a DC rail simulation environment in-house, which reproduces live DC overhead conditions.

Rosewarne said this has allowed the engineering team to carry out “robust, repeatable testing and rapid iteration”.

Tests will continue throughout 2025, and once the team is happy with the lab test results, they will move on to field validation – paving the way for commercial rollout of the integrated AC/DC GoUpSafely product.

Looking ahead, GoUpSafely’s AC/DC capability will support mixed-voltage sites and evolving rail infrastructure, including battery and renewable integrations.

“This is a future-proof solution, designed to keep pace with the changing landscape of transport and energy,” Rosewarne said.

“Protective’s commitment remains clear: close the last major gap in electrical safety for rail and give every worker the best chance of going home safe.

“Protective’s AC/DC GoUpSafely system isn’t just ‘on track’ – it’s redefining the track

Station Design and Management

Bringing Valladolid into the future

TYPSA takes us through its plans to transform Spain’s Valladolid Campo Grande station into a modern transportation hub, integrating High-Speed Rail while preserving railway history.

Since its expansion in the 19th century, the city of Valladolid has been a key part of the Spanish railway network, handling significant passenger and freight traffic due to its strategic location.

By 2035, the station is expected to manage 16,000 passengers daily – a 27 per cent increase on current capacity. By 2050, that number is expected to reach 17,500.

The Spanish High-Speed Rail network is the largest in Europe, and demand for High-Speed corridors is driving the need for the rail network to be modernised. This has presented a unique opportunity to reclaim rail land for urban growth and integration while preserving railway heritage.

This modernisation is being led by Spanish state-owned railway infrastructure manager ADIF (Administrador de Infraestructuras Ferroviarias), Valladolid's town council, and the regional government. Independent consulting and engineering group TYPSA was commissioned to design the new Valladolid Campo Grande station complex – an area of 78,700 square metres. TYPSA is currently supervising the construction phase, to be completed in 2029.

Upgrading the station to a transportation hub within the city centre, while transforming urban degraded space into a

new dynamic and attractive area, are some of the project’s main objectives.

TYPSA’s design integrates innovative solutions in mobility and construction systems, accessibility, energy efficiency and renewable energy resources such as geothermal energy – all while consolidating Valladolid as a strategic node within the national railway system.

It is an opportunity for economic growth for Valladolid’s residents, creating longterm prosperity with a view to social equity, minimising environmental impact within a sustainable strategy.

As part of the project, the historic station will be refurbished and adapted for new uses, with its 5000 square metres available for developing business opportunities in a prime location.

The historic cast iron canopy has been maintained within the new layout of tracks and platforms and integrated with the new building – both designed to meet the growth in current and future demand.

A new station building spanning more than 15,000 square metres will be built next to the historic building, increasing the passenger area of the existing station by 200 per cent, with amenities such as waiting areas, restrooms, information desks, shops and parking provided. Naturally

bright spaces enhance the passenger experience. The station building designed by TYPSA is conceived as a bridge building with an “iconic façade” featuring a double textile layer.

Beatriz Alvarez, an architect working with TYPSA, said: “This distinctive design becomes a recognisable and visually appealing symbol of innovation, by using dynamic and clean shapes that evoke a sense of modernity and monumentality with a vision that varies throughout the day due to the lighting design.”

The configuration of the station as a bridge building over the tracks integrates an access walkway and bicycle lane parallel to the station that connects both sides of the city.

This station typology facilitates the interchange between platforms, HighSpeed and mid-distance tracks, and with other modes of transport, such as the new bus station located in the area as well as last-mile transportation, taxis, private cars, public transport and bicycles.

“The project seeks to promote active mobility and create a direct relationship with the public space,” Project Manager Elena Jimenez added.

As part of the new rail infrastructure layout, the number of High-Speed tracks will

increase from three to five, and conventional tracks will go from two to four. Unlike in the current configuration, freight traffic will be relocated outside the urban area. This configuration enhances passenger transport, particularly high-speed services, which will take on a more prominent role at the station.

The new layout also includes additional switches and crossings, which are intended to provide greater operational flexibility.

Construction will be phased to ensure that rail services remain uninterrupted throughout the works.

Patricia Garcia Kilroy, an architect from TYPSA’s rail division, noted: “Part of the plan for the project is to recover public space for pedestrian enjoyment.

“This will be made possible via a reorganisation of the rail buildings scattered

around the station precinct, which were unified into a single complex of 6900 square metres.”

The area where vehicles can circulate was reduced from 63 per cent of the station’s plaza to 28 per cent of the final plaza area.

A new 30,000 square metre, four-level car park with 600 spaces was also built, while green areas were increased by more than 500 square metres.

“The design generates value in the immediate environment of the city, with meeting points and places to rest and play, designed for all ages,” said Aitor Ezquerra, Head of TYPSA’s Railway Engineering Division.

“The new urban space promotes the coexistence of the new station complex as an attraction node with the amphitheatre space at the main entrance, which will be an

attraction point to the new developed areas of the city.”

TYPSA aims to provide the best possible passenger experience, optimising door-to-door journeys and enhancing urban development.

“One of the challenges of the project was to plan the construction of the station building over the tracks and the full rearrangement of the tracks and platforms, while maintaining the operation of the station and increasing its capacity, minimising any negative impact on the passenger experience,” said Jiminez.

“To reduce this negative impact, a series of measures were proposed to alleviate the inconvenience that these works may cause.”

The phases of action were designed with rail and passenger traffic in mind – minimising the number of changes in provisional passenger routes by using temporary pedestrian passageways and applying top-down construction processes to reduce the occupation of areas while building underground spaces.

Additional measures such as clear and inclusive temporary signage, the use of unoccupied areas for provisional car park use, and temporary fences were also put in place.

Rafael Moran, Global Director for Transport Infrastructure at TYPSA, said: “With this ambitious project, TYPSA reaffirms its leadership in the field of railway architecture and engineering, contributing its experience and innovative capacity to the urban transformation of Valladolid in general and the urban environment of the station in particular.”

Powering ahead Manufacturing

Tyree Cable has its sights set on the rail industry – with the experience, technology and skills to be a major player. CEO Peter Koh tells us more.

Tyree Cable is a company with a difference. Founded 40 years ago, the business has evolved to become a leading Australian manufacturer with more than 2000 quality cable variations on offer.

Now operating from its dedicated facilities in Braeside and Dandenong in Victoria, Tyree has stayed true to its roots – from supporting local suppliers to giving back to the community.

As Australia’s rail industry grows, Tyree is ready to be part of the journey.

A NATIONAL MISSION

Tyree Cable is stronger than ever and hungry for new opportunities, having expanded its manufacturing capability in 2024.

While the company has supported the rail industry on a project-by-project basis in the past, the Chief Executive Officer of Tyree Cable, Peter Koh, is passionate about a proactive approach to business.

"With over $150 billion committed to rail infrastructure across Australia over the next 15 years – and more than $60 billion to be delivered within the next five – this is not just a transport revolution, it’s a manufacturing opportunity," he said.

"At Tyree Cable, we are gearing up our production base to play a leading role in this transformation.

"We see rail not just as a new market, but as a national mission – and we are hungry to be part of it."

A TAILORED SOLUTION

Tyree offers a wide portfolio of highperformance cables specifically designed for the rail industry, supporting both rolling stock and infrastructure applications.

Its products include flame-resistant, halogen-free cables that are engineered for use in systems such as lighting, HVAC (Heating, Ventilation, and Air Conditioning),

communications and control circuits within trains, as well as for trackside power, tunnel and signalling installations.

So far most of its activities have been in Western Australia, with some bigger customers on the horizon.

“We currently supply a global rail manufacturer with cable through a third party,” said Koh.

“They are looking at dealing directly with us and we’re confident this will go through, which will really set up our opening to a national supply level.”

THE LOCAL ADVANTAGE

Not only does Tyree do 100 per cent of its manufacturing in Victoria – it designs, engineers and tests locally too.

Tyree is proudly the only cable manufacturer using 100 per cent Australian copper, sourced directly from BHP’s Olympic Dam Mine. To make copper rod, this is processed using an advanced Upcast machine.

“As the only manufacturer in the Southern Hemisphere operating this machine, we’ve set the benchmark for copper rod consistency and quality,” said Koh.

“With our local end-to-end process, we ensure performance while also strengthening Aussie jobs and supply chain resilience.”

Being Australian-based gives Tyree many other advantages over its overseas competitors, from faster lead times to agile production.

“Our lead times are very short – we can produce a project within three to four weeks,” Koh noted. “Compare that to imported products, which generally take eight to 12 weeks.

“The beauty of being local is that we get involved directly with our customers, to find out what they want and then support those requirements, to make their lives a little bit easier.

“We can customise the cable to be the right size, the right product finish group, the colours and the packaging.”

Tyree can also facilitate smaller minimum order sizes.

“Sometimes contractors only want 1000 metres of a particular type of cable, but our competitors – the big boys – might have a minimum order size of 5000 metres.

“We’re in a position where we can supply custom-sized orders.”

Koh said being local enables higher levels of responsiveness, accountability and quality assurance.

The team even invite customers to its Victorian facilities, so they can see the high standards of excellence to which the company holds itself.

“We had a customer who first came in five years ago, and today they came back and they couldn’t believe how much we’ve

like Tyree is the lack of standardisation in the industry.

“There are all sorts of fragmented rules that apply to cables in different states around Australia,” Koh explained.

“We need a national program to standardise cables, both in terms of function and safety.

“Sometimes you see imported products that have managed to sneak through the cracks, but they aren’t actually compliant.”

Koh said compliance and safety are top

support, and customer and aftermarket service support.

“We do a lot of training in-house to make sure our people are up to standard.

“We’re also investing in the latest technology and equipment, so we have consistency and a better product, as well as driving costs down.

“The market is always looking for a cheaper product, so we need to be mindful of that without compromising on quality.”

Koh said that to be taken seriously, you need to act seriously.

“We’re not here to be a passive

The Australasian Rail Directory is a comprehensive, all encompassing rail services directory, available both online and as a traditional hardcopy publication.

The Rail Directory is an industry driven project to provide a complete listing of all businesses involved in the Australasian, Oceanic and Asian rail industries.

This year’s rail directory will be revamped to become even simpler to use. Listings will be sorted into categories allowing users to easily find businesses working in each area of the rail industry.

With over 1000 listings from areas as manufacturing, signalling and maintenance, make your listing standout with a frame advertisement.

To ensure you are in prime position in this year’s rail directory contact Arron Reed today.

Free Listing

To ensure that the Australasian Rail Directory is comprehensive, we offer all businesses who operate or trade in the region one free listing in the directory.

Premium Category

Listing Available

From $600 (+gst)

Double page, full page, half page and quarter page advertisement space also available.

To discuss the advertising opportunities available, please contact: Arron Reed on 0466 923 194 or email: arron.reed@primecreative.com.au

The next generation Plant and Equipment

Rail Products has brought its two newest hi-rail access platforms to Australia.

We find out why the machines are a game-changer for the rail industry.

Rail Products, a global leader in innovative hi-rail access platforms, has introduced its latest machines to the Australian market.

Derek Burns, the company’s Managing Director, said the RP 450V+ and its multigauge counterpart, the RP 450MV+, are a significant leap forward for rail maintenance technology.

“These advanced platforms are set to redefine efficiency and performance, powered by a newly upgraded Tier 5 diesel engine that delivers an impressive 34 horsepower (25.50 kilowatts) while meeting stringent Stage V emissions standards,” he said.

“This combination of raw power and environmental responsibility marks a pivotal moment for the rail industry in Australasia.”

The RP 450V+ and RP 450MV+ are engineered to tackle the toughest challenges of rail maintenance.

With the ability to maintain speeds of 11 kilometres an hour on inclines of 4.1 per cent and reach up to 17 kilometres an hour on flat terrain, these machines are built specifically to conquer the diverse and demanding landscapes of Australia and New Zealand.

The upgraded engine not only enhances performance but also ensures low emissions, aligning with global sustainability goals

The upgraded machines are equipped with a powerful Tier 5 diesel engine.

while delivering “unmatched capability”, Burns said.

He expressed strong confidence in the market appeal of the new RP 450V+ and RP 450MV+ hi-rail access platforms.

Addressing feedback that the previous 450V model lagged on steep tunnel inclines, Rail Products developed a robust, larger engine for these “plus” models, delivering a

even the earlier ART17THM model, which

was originally praised for its speed, ensuring these platforms will offer superior agility and efficiency on challenging terrains,” he said.

“Our Australasian dealer, Andrew Melvelle of Melvelle Equipment in Maryland, New South Wales, has multiple machines on order, as we both anticipate strong demand for these game-changing vehicles.”

Beyond the engine upgrade, the RP 450V+ and RP 450MV+ are packed with the usual Rail Products’ cutting-edge features, designed to enhance safety and operational efficiency.

A 360-degree turret rotation and 180-degree basket oscillation provide a high standard of manoeuvrability, while a fully integrated control panel streamlines operations.

Plus, the option of attaching the PA64 Pantograph, which records height and stagger measurements while on the move, adds additional versatility, ensuring these platforms can adapt to a wide range of operational needs.

“As rail networks in Australia and New Zealand continue to expand and modernise, the introduction of the RP 450V+ and RP 450MV+ signals Rail Products’ commitment to delivering innovative, reliable, and sustainable solutions,” said Burns.

“These machines are poised to set a new standard for rail maintenance, offering operators the tools they need to work smarter, safer, and more efficiently.

The hi-rail access platforms can maintain speeds of 11 kilometres an hour on inclines of 4.1 per cent.

Stations: more than movement Station Design and Management

Transport for

NSW shares an update on its Safe Accessible Transport program, which aims to make public transport more inclusive and easier to use.

As railway stations continue to evolve into vibrant community hubs, they must offer more than just safe and seamless passenger movement. Today’s stations are expected to be accessible, sustainable, connected, efficient, reliable and even beautiful, with designs that reflect the communities they serve.

The Safe Accessible Transport program embodies this vision, delivering vital upgrades across the network as part of Transport for NSW (Transport)’s ongoing commitment to providing public transport in line with the requirements set out in Disability Standards for Accessible Public Transport 2002.

The last tranche of work totalling $1 billion across 61 projects significantly increased network-wide accessibility – from 58.5 per cent to 72 per cent –enhancing independence and inclusivity for all passengers.

These standout projects showcase how thoughtful station upgrades can transform not only the passenger experience but the fabric of the places they serve.

COMO STATION UPGRADE

CONTRACTOR: DEGNAN

DESIGNER: DESIGNINC

The suburb of Como is renowned for its picturesque waterfront location, with extensive bushland, sandstone ridges, and vibrant recreation areas along the Georges River. Prior to the accessibility upgrade, access to Como Station was limited to an underpass from Railway Parade and a steep pathway descending to the underpass, with stair-only access to the station platforms.

The Como Station upgrade was carefully designed to respond to both the natural and built character of the suburb. Two new glazed lift shafts were introduced to provide compliant, step-free access to the platforms. Their transparent design offers passengers views across the surrounding bushland and district, enhancing the connection to place.

The project involved significant sandstone excavation around the new lift and stair structures. This exposed the area’s unique geology, which was celebrated through sensitive landscaping. Excavated sandstone was thoughtfully reused throughout the station precinct – in retaining walls, garden beds, and pavements – integrating the natural material palette back into the site.

A key innovation in the project was the integration of solar photovoltaic glass into the station canopy – an Australian first. This sustainable design feature contributed to the station upgrade being recognised by the Australasian Railway Association and winning both the 2021 New South Wales Banksia Award and the 2022 National Banksia Award for design innovation and environmental leadership.

The project also celebrates local culture and heritage. Murals by Indigenous artist Merindah Funnell, developed in collaboration with Elder Aunty Deanna Schreiber, reflect elements of Wiradjuri culture and the layering of Country – land, water, air, and community. Additionally, historical photographs of Como Station were reproduced on the concrete ramp wall using Concrete Reckli, a unique technique that transfers images directly onto concrete facades, preserving the area’s rich history.

The Como Station upgrade exemplifies how transport infrastructure can be inclusive, sustainable, culturally responsive, and deeply rooted in its environment.

MEDLOW BATH STATION UPGRADE CONTRACTOR: ARENCO

DESIGNER: DESIGNINC AND TONKIN ZULAIKHA GREER

As part of the Great Western Highway upgrade at Medlow Bath – widened from two lanes to four – Transport carried out a significant accessibility upgrade to Medlow Bath Station.

Prior to the upgrade, access to the station was limited to stairs via the existing heritage footbridge, or a pedestrian level crossing with an island refuge on the Great Western Highway. These arrangements were neither compliant nor ideal in terms of safety or accessibility.

Recognised as a State Significant Heritage station, any new infrastructure within the Medlow Bath precinct had to be sensitively designed to ensure minimal visual impact.

A new curved footbridge and lift were introduced to provide safe, step-free access across the widened highway. The footbridge is a low-scale, landscape-integrated design that minimises bulk and reduces the need for multiple lift structures. Its elegant arc

Station Design and Management

spans the highway, gently ramping down to the station, offering users moments to pause and take in the dramatic World Heritage vistas of the Blue Mountains.

Rest areas and interpretive signage along the footbridge and adjoining pathways enhance the pedestrian experience, providing insights into the area's rich history and landscape.

A single circular lift tower – referencing the curved architecture of the nearby Hydro Majestic Hotel, a local icon and major tourist destination – was introduced as a landmark feature. This design choice complements the local architectural language and supports a seamless travel experience.

The precinct work and station upgrade strike a careful balance between modern accessibility needs and respect for heritage, enhancing connectivity while protecting the station’s historic character.

REDFERN STATION

DELIVERED BY: NOVO ALLIANCE DESIGNER: DESIGNINC.

In today’s world, stations are much more than places to board or alight from trains – they are dynamic hubs that bring communities together through thoughtful, place-responsive design.

Redfern Station exemplifies this evolution, transforming urban infrastructure to revitalise, reconnect, and provide universal access while enhancing both the station

and its surrounding precinct. The new southern concourse and station entries at Little Eveleigh and Marian streets create high-quality, inviting spaces that draw on Redfern’s rich natural, cultural, and built heritage.

Providing lift and stair access to all above-ground platforms, the southern concourse re-establishes a vital east-west connection across the rail corridor, linking Marian Street to Little Eveleigh Street and reconnecting the two sides of Redfern.

Design elements reference Eveleigh’s original wetland landscape and industrial history, expressed through perforated cladding inspired by mist and steam, with glass panels at lifts and stairs framing views towards local heritage buildings and vistas.

The adaptive reuse of the industrial warehouse at 125 Little Eveleigh Street as a main entrance further strengthens the station’s ties to its context. Enhanced shared pedestrian and bicycle zones improve connectivity to nearby destinations, fostering a more sustainable and accessible environment.

By thoughtfully blending Indigenous, natural, industrial, and contemporary heritage, Redfern Station embodies the qualities modern stations must offer: accessibility, sustainability, connectivity, efficiency, reliability – and above all, beauty that resonates with the spirit of place and community.

STANMORE STATION

CONTRACTOR: HASLIN

DESIGNER: DESIGNINC.

Delivered as part of both the New South Wales Government’s Safe Accessible Transport program and Safer Cities Program, the Stanmore Station upgrade was an opportunity to enhance both station accessibility and its integration within the surrounding suburban fabric.

The work improved the station’s presence while respecting its State Significant Heritage status. Architectural, urban, and landscape design elements respond sensitively to the station’s historic character and the two new lifts provide accessibility for people with disabilities and limited mobility, connecting platforms to the existing underpass and forecourts at Douglas and Trafalgar streets.

Through the Safer Cities Program, the upgrade also focused on improving safety and comfort – particularly for women, girls, and gender-diverse people – by incorporating enhanced lighting, wayfinding, public art, and activation of station entries.

Striking artworks by Indigenous artist Maddison Gibbs feature in the lift lobbies and underpass, reflecting Australia’s deep cultural history and the tracks that lie beneath our modern railways. The result is a station that is not only safer and more accessible, but one that resonates with community identity and pride.

CONTRACTOR: GARTNER ROSE

DESIGNER: DESIGN INC.

Located on the North Shore Line, Waitara Station sits at the heart of a high-density residential suburb, with the rail corridor acting as a physical divide and limited opportunities for crossing. Previously, access was primarily via a narrow underpass and stairways serving customers from the east and west, with the island platform elevated on a steep embankment above the main street.

across the suburb, a new northern entrance was delivered – featuring an underpass and lifts. This innovative underpass solution marked a first for an accessibility upgrade on the network.

The underpass is designed with curved, perforated metal ceiling panels, creating a sense of movement and direction. The ceiling complements the white and grey tiled

system to improve safety and circulation. The new western entrance provides stair and lift access from the carpark to the underpass. The car park work included extensive landscaping, providing shade and seating areas and additional pathways linking into the existing pedestrian network.

Adding cultural richness, artworks by Aboriginal artist Merindah Funnell

Transforming transport Decarbonisation

Nicholas Daly from Yarra Trams shares how the largest tram network in the world is tracking towards using platforms made from recycled polymers.

be made from recycled plastic materials, potentially making them more sustainable, more accessible for people with disabilities, and easier to maintain.

Yarra Trams has partnered with the Monash Institute of Railway Technology (Monash IRT), and various industry groups (Pact Group, GT Recycling, DKSH Australia and Integrated Recycling) to research, design and develop recycled plastic modular components that may be used to progressively replace tram stop platforms across Melbourne.

The project was funded under the Circular Economy Research & Development Fund, delivered by Sustainability Victoria under the Victorian Government’s circular economy policy, Recycling Victoria: a new economy

Nicholas Daly, Head of Innovation and Passenger Experience at Yarra Trams, spoke about the initiative at the recent Rail Decarbonisation and Resilience conference in Sydney, organised by Informa Connect Australia.

Not only is Melbourne’s tram network the largest in the world, it also shares more space with vehicles than any other tram network.

The network is not just city-based, but spreads deep into the suburbs, and carries just 15 per cent fewer passenger than the city’s heavy rail lines – with about half a million people hopping on a tram on an average weekday.

“All of these factors make our tram network unique, but they also bring challenges,” Daly said.

“Melbourne is growing – it’s going to become Australia’s fastest-growing capital city, and public transport is going to have to do more and more heavy lifting.”

In December 2024, Yarra Trams began MR5 (Melbourne Rail 5), its latest franchise period. Before this, in MR4, the operator collaborated with the State of Victoria to deliver a set of best practice design guidelines for tram stops.

This included undertaking a review of its

guidelines from around the world.

“The outcome of this research delivered us a set of guidelines that had both an engineering and a passenger experience focus, and in that we had some really granular points that we needed to deliver on regarding weight tolerances, materials, distance and safety,” Daly said.

“This also led to the passenger outcomes that we wanted to see from each stop, which focused on the above-platform design, which was led quite closely by the Department for Transport.

“This allowed us to focus on what innovations we could look at below the platform.”

ACCESSIBLE STOPS FOR EVERYONE

One of Yarra Trams’ goals is to deliver level access tram stops, promoting accessibility, reducing delays and reducing the risk of trips, falls and wheel entrapment.

“For wheelchair users, mobility aid users, people with prams or walking difficulties,

boarding and alighting without assistance promotes dignity and autonomy,” said Daly.

“Uniform access across the network also helps passengers with visual impairments, neurodivergence and cognitive disabilities, as well as children and older passengers.

“But it’s actually easier for all passengers – when you start thinking about passengers with luggage, bicycles, or even just a latte and a laptop in each hand, level access stops are going to make sure you can board a tram without difficulty and reduce congestion at the doors.”

Currently, only 475 of Yarra Trams’ 1665 stop platforms meet level access requirements.

Daly said that as there are numerous stops that “should be condensed” as part of a modern network, that means the operator has a goal of delivering 834 accesssible stops, or 417 pairs.

“We did have a commitment to make all of our stops level access by 2022, and for those of you who have been paying attention, it’s now 2025 and we have missed that target,” he said.

“We know that a significant portion of the population with accessibility concerns are unable to access a very large part of our network.

“We need a solution that’s easy to install, cost-effective, and stands up to the harsh, open tram network that is Melbourne.”

MOVING AWAY FROM CONCRETE

Daly said one of the key barriers to upgrading all of Yarra Trams’ stops is the high cost and time involved when working with traditional materials such as concrete.

As sustainability is also a key driver for the operator, they have turned to recycled materials as a potential solution.

“Without intervention, the transport sector is projected to become Australia’s largest source of emissions,” Daly said.

“Trams generate significantly less carbon dioxide than cars and require a much smaller road allocation per passenger.

“So we know that trams have an important role to play in reducing

by 2050.”

Daly said cement manufacturing accounts for about eight per cent of global carbon dioxide emissions, and every cubic metre of concrete for a tram stop nets hundreds of kilos of carbon dioxide before it’s even poured.

“Some traditional concrete platforms also act as runoff generators, with stormwater being channelled into drains rather than soaking into the ground, increasing our load on urban drainage systems and carrying oils and microplastics into our waterways.

“We're also looking at the concrete being a large expanse of light absorption, raising our local surface temperatures.”

AN INNOVATIVE SOLUTION

Working in partnership with industry, Yarra Trams and the Monash Institute of Railway Technology co-designed, developed and validated modular next-generation tram stops under control proof-ofconcept conditions.

Back in 2021, the project received $300,000 from Sustainability Victoria’s Circular Economy Research & Development Fund. The team has spent the past four years undertaking rigorous research and development including desktop study, structural design, material development and prototyping.

They focused on four innovation pillars throughout the development phase – prefabrication (designing complete subassemblies off-site), alternate materials (evaluating advanced composites with a recycled focus), modularity (creating standardised plug-and-play modules), and reducing hydrological impacts (looking at incorporating permeable surfacing and integrated stormwater channels).

The team used sustainable fibers, such as basalt and timber, to improve the mechanical properties of recycled polymers. They found that incorporating just a small amount of these fibres increased strength by 60 per cent and doubled the stiffness when

platform is still being explored, to improve surface characteristics.

Yarra Trams has a secondary goal of being able to use the next-generation stops in temporary scenarios.

“That comes back to some of our large events like the Formula One or the St Kilda Festival, where we have high patronages required in areas that are outside of our typical stock requirements, for a short period of time,” Daly explained.

Yarra Trams and Monash IRT began by focusing on trafficable, easy-access stops, because they endure the highest dynamic loads from vehicles and have the most complex pedestrian/vehicle interfaces.

“Success on this type of stop design derisked our rollout across simpler platform types, so the folks at Monash applied some new thinking to stock designs, and we landed on some key features,” said Daly.

“We leaned on the benefits of cross beams to improve support and drainage, and modularities became a no-brainer to reduce costs and drive efficiencies.

“Reinforced plastic polymers passed the test for our significant loading requirements, and we're looking towards permeable designs for abating some of our flood issues.”

With strong support from the government, Daly said this project is going from strength to strength.

The next steps include further validation of the platform to ensure it meets all necessary engineering and operational standards, and identifying suitable locations to test the prototype – in the depot and then out in real-world conditions.

“There’s a bit of extra work that we need to do in partnership with Monash, to validate how this will behave on the network,” said Daly.

“We’re excited by the results we’ve seen so far, and we’re now looking to take the initiative to the next level and get this out into the world.”

Celebrating 160 Years of Queensland Rail

We take a look back in time as Queensland marks a very special anniversary.

Queensland is celebrating 160 years since the birth of rail in the state, and what a journey it has been.

The first section of rail opened between Ipswich and Bigges Camp (now Grandchester) on 31 July, 1865, with steam locomotives running on the line.

Almost everything needed for the railway – from staff to locomotives to carriages –was imported from Britain.

Although the train line was seen as a way of boosting the local economy, transporting goods and encouraging immigration, it was also controversial.

Records show that the 1863 Railway Bill was one of the most fiercely debated bills that had been placed before the colonial legislature.

The main opposition focused on the use of narrow gauge (three foot six inches or 1067 millimetres), which had never been used for a main line before. The narrow gauge was chosen purely because it was cheaper to build.

This would later cause havoc as New South Wales and Victoria both had larger gauges – standard (four foot, eight and a half inches/1435 millimetres) and broad (five foot three inches/1600 millimetres) respectively.

However, despite the initial gauge debate, the first sod of the Queensland railways was turned at North Ipswich on February 25, 1864 by Lady Bowen, the wife of the first Queensland Governor Sir George Bowen.

With a small population and long distances

Between 1864 and 1900, nearly 4500 kilometres of narrow gauge was constructed across the colony.

Today, Queensland Rail’s network extends more than 6600 kilometres – connecting communities and providing links to

1860s

Construction began on the first section of the railway from Ipswich to Grandchester (Bigges Camp) in 1864, opening in 1865.

In 1867, the line was extended to Toowoomba, then Dalby in 1868 and Warwick in 1871.

1870s

In 1875, the railway line opened between Ipswich and Brisbane, with the government of the time loaning large amounts of money to provide steel transportation to the rest of the state and the wider world. Many towns flourished as a result.

In this decade, the distinctive elements of the Queensland Railways were also created, from lightweight locomotives and rollingstock to the use of local materials and timber trestles.

In 1879, the railway was extended to Emerald.

1880s

The railway network continued to extend, reaching Charters Towers in 1882 and Charleville in 1888.

1890s

Due to a depressed economy, railway construction slowed down during the 1890s – but progress was still made.

Brisbane to Bundaberg opened in 1890, with the Barron Gorge Railway (Cairns to Kuranda) following in 1891. Taking in the beauty of Barron Falls, the Cairns to Kuranda route is considered one of Australia’s greatest engineering feats.

In 1892, the railway opened as far as Longreach.

1900s

In 1901, Central Station opened to passengers. Seven years later, the railway reached Cloncurry.

1910s

In December 1910, a grand railway plan was presented to parliament, approving the construction of a railway line from Rockhampton to Cairns – connecting major towns along the coast and those of the Great Western Railway.

The North Coast Railway and Great

linked by the North Coast Railway, and in 1924 the North Coast line was completed, linking Brisbane to Cairns as well as Queensland’s key coastal towns and ports.

In 1928, the Central and Great Northern trunk lines were linked when the extension of the Central Railway from Longreach to Winton was opened.

Nostalgia

railways were run down, with a maintenance backlog that took years to get through.

1950s

The 1950s were an exciting time for rail in Queensland, with the first diesel locomotives entering service in 1952.

Trains became more comfortable, with the first air-conditioned long-distance train (the Inlander) hitting the tracks in 1953, and new steel carriages replacing the old wooden ones.

In 1954, the Westlander entered service.

1960s

With demand for coal growing, Queensland’s Mount Isa and Collinsville lines were rebuilt to cope with the growth of mineral and export traffic.

steam train era for the state.

1970

In the 1970s, Merivale Bridge officially released.

1980s

The 1980s saw the first electric train service (Spirit of Capricorn) from Brisbane to Rockhampton.

1965.

The first Interurban Multiple Units (IMUs) were also brought into service on the South East Queensland network, and the Rockhampton Tilt Train was introduced in 1998.

2000s

Cairns Tilt Trains (now Spirit of Queensland) were introduced, running from Brisbane to Cairns.

2010s

In the 2010s, New Generation Rollingstock trains joined to the South East Queensland network.

2020s AND BEYOND

From the last EMU retiring earlier in 2025 to 50 cent fares being made permanent, much has happened in the 2020s so far – and there’s plenty to look forward to, with major projects like Cross River Rail underway, and multiple stations being upgraded.

2025 CELEBRATIONS

To mark its 160th birthday, Queensland Rail has organised a series of community events – with its historic BB18 ¼ steam engine, affectionately known as “Bety", front and centre.

On 26 July, Bety was chartered from Ipswich to Granchester for a special commemorative day out.

Then on 31 July, steam trains returned to Brisbane for the first time in six years, with members of the community treated to trips from Roma Street station to Pinkenba, returning via the Tennyson loop. A commemorative event was also held at Roma Street station, with entertainment provided as well as the opportunity for the public to meet some of Queensland Rail’s steam train drivers.

Speaking at Roma Street station on the day, Transport and Main Roads Minister Brent Mickelberg said: “It’s tremendous to be here today, celebrating Queensland Rail’s 160th birthday.

“I want to acknowledge all who have served the Queensland public as Queensland Rail employees for so long, and so well.”

Mickelberg said the government is pleased to be able to continue to support Queensland’s rail industry.

“[We’ve committed] over $15 billion for new rail infrastructure in this year’s budget,” he said. “Projects like the Logan to Gold Coast Faster Rail, the Wave heavy rail on the Sunshine Coast, and $9.5 billion to deliver

65 new trains under the Queensland Train Manufacturing Program.

“These projects will be a game-changer when it comes to rail here in Queensland. It’s an exciting future for Queensland Rail and for all Queenslanders.”

Queensland Rail Chief Executive Officer Kat Stapleton said she was delighted to be marking 160 years since the foundation of rail in the state.

“We are delighted to be welcoming people to enjoy the steam again,” she said.

“Thank you to everyone for supporting us, thank you to the communities, thank you to our customers – all 55 million of them last year. Very importantly, thank you to Queensland Rail staff – generations of them, thousands and thousands of Queenslanders who have made us so proud and who make this an iconic company.”

Peter Cohen, one of the stream train drivers taking part in the celebrations on the day, has been with Queensland Rail since 1997.

He said: “It’s a great day to be able to bring two of our heritage fleet out for a run and be able to show the public what we do.

“The team at Ipswich workshop have done a really good job – the trains have been polished up and they’re in pristine condition for the trip.

“The turnout is very impressive – the steam train always draws a big crowd so we’d like to see more of it!”

Chris Halliday, the second train driver at steering a steam engine on the day, said he has seen a lot of changes in the 40 years he’s worked for Queensland Rail.

“I’ve gone from diesels to electrics back to diesels and back to steam and now I’m back on electrics,” he said.

“My favourite is the steam train. It’s a great privilege to be able to drive it. I love the smell of the train, the sound of it – I just love being part of it.”

Up-and-comers shaping future of rail Young Professionals

Rail Express caught up with two bright young people from the Monash Institute of Railway Technology at the recent Rail Decarbonisation and Resilience conference in Sydney.

Lily Sharp and Zain Khan are colleagues at the Monash Institute of Railway Technology (IRT), and were both awarded scholarships to attend the recent Rail Decarbonisation and Resilience conference in Sydney, organised by Informa Connect Australia.

Both Sharp and Khan are passionate about the rail industry and how it can be improved. We spoke with them at the conference to find out more.

LILY SHARP

Lily Sharp has been working in the rail industry for less than a year, but she feels like she’s found her calling.

A Melbourne native, she’s always been a user of trains and trams, and decided rail would be an interesting sector to get into.

Now, she works as a Technical Officer at IRT, gaining practical experience while finishing her studies in electrical engineering and computer science.

“I do a lot of the data flow, especially helping out when there’s code to be written,” she said. “

Monash is great – there's so much going on, not just at IRT but in the wider university too.

“IRT is so willing to give young people a chance and they’ve been really welcoming.”

Sharp was awarded a scholarship to

focus on what we already have.

“I looked at the size of Australia’s innercity networks and compared them to city networks around the world that have high passenger numbers.

“I found that London has one rail station per about 20,000 people, Melbourne has one per 18,000, and Adelaide has one per 16,000.”

In Sharp’s opinion, Australia’s rail infrastructure is being underused.

“It’s really about increasing density and the catchment area of our rail networks to get people out of cars and onto trains."

working on software and hardware development for the rail industry.

Currently, he is working on a Dynamic Track Gauge Maintenance System (DTGMS).

“I often call it a maintenance system, since it helps in maintenance operations,” he said.

“It works via camera brackets – laser cameras that go under the train and regularly capture the rail profile.

The profile captured is sent to an iPC (Industrial PC), a Windows-based system running its own embedded software, which calculates the gauge.”

The data can then alert operators if there is an increased risk of derailment.

“The gauge can change its values depending on surrounding conditions — for example, in hot weather, during heavy rain and other environmental factors,” Khan said.

“Our system lets us monitor the rail gauge and we can see if someone needs to go there in person to carry out an inspection, or get it fixed before disaster strikes.”

This system is used by MTR in Hong Kong, and Khan is part of the team that collaborates with them.

“If, for example, there is a fault in a camera, a faulty camera has been replaced, or any change in the rolling stock occurs, DTGMS calibration is required,” Khan explained.

“We recalibrate it remotely from our end to ensure the system continues to provide accurate gauge values.”

The paper Khan submitted to win a scholarship to the conference was titled Sustainable Railways with AI Predictive Maintenance and Recycled Materials relevant to his day-to-day work at Monash.

“It was around reducing our carbon footprint by using predictive maintenance to avoid having to travel to physically inspect a rail network,” he explained.

Khan said he’s always been fascinated by computers and machinery.

“I think the younger generation tend to overlook rail,” he said. “But once you get into it, you realise how important and

Driving change Industry Organisations

New research has shown the transformational impact that projects like METRONET and Sydney Metro City & Southwest can have on the community’s travel behaviours.

Much has been made of the major rail projects completed or underway across the country, and the impact they will have on our future travel behaviours.

The Australasian Railway Association (ARA) commissioned consumer research in April 2025, providing insights into how we can maximise public transport use in the years ahead.

A total of 2500 people living in different states across Australia were surveyed about their public transport use. Respondents were asked about how their travel patterns had changed over the past three years and the factors that influenced their travel choices.

The ARA also asked respondents in each state about whether new projects (either currently in operation or yet to commence operations) would result in them using rail more.

The research built on a consumer survey conducted by the ARA in 2022, which assessed travel behaviour as COVID-19 restrictions were lifted.

STABILITY IN WORK TRAVEL HABITS

The survey found that, overall, Australians’ travel behaviour has remained relatively consistent since the previous ARA survey. About the same proportion of people are using rail compared to 2022, as work habits stabilised after the easing of pandemic restrictions.

Respondents said they were working about three and a half days per week outside of home – the same amount as in 2022. The majority of people surveyed didn’t expect their work patterns to change in the near future, reflecting a new period of stability in work travel habits.

NEW PROJECTS

The opening of Sydney Metro City & Southwest Line last year sparked a wave of public transport enthusiasm in the city, as people started travelling through the Sydney CBD in new ways. The survey found that this enthusiasm had translated to changing travel habits.

Of the 500 people surveyed in Sydney, 78 per cent said they had used Sydney Metro since its opening, with 41 per cent saying they are now using public transport more.

Faster journey times, more frequent services and stations closer to home or work were the most common reasons people had made the change. Better connections to other public transport services were also a

The introduction of new metro services was perhaps one of the reasons New South Wales respondents topped the nation when it came to their future outlook, with 33 per cent saying they plan to use rail more in the next six months.

The story was similar in Western Australia, where 58 per cent of people surveyed had already used METRONET services. The survey found 36 per cent were using public transport more since the opening of METRONET services, with Western Australian respondents also citing faster journey times, stations closer to home or work and more frequent services as their primary reasons for making the shift.

These results – which are relatively consistent on both sides of the country – also highlight the potential for those states with major projects yet to open.

Demand for new services in Queensland and Victoria is already building ahead of key project completions.

In Queensland, 45 per cent of local people surveyed said they plan to use public transport more when Cross River Rail opens. Meanwhile, a similar trend was found among Victorians, who also expect to increase their public transport use when the Metro Tunnel (39 per cent) and Suburban Rail Loop (41 per cent) open.

The results reflect the reality of what is already taking place in New South Wales and Western Australia, as new projects make public transport an easier, more convenient choice for more people. It also highlights the transformational impact that wellconsidered major infrastructure projects can deliver.

The provision of fast, easy, reliable and accessible transport is essential to driving

mode shift and changing travel behaviours. Major projects completed or underway across the country can help deliver on these objectives, supported by planning for commercial, retail and housing development around station precincts to promote greater public transport use.

As we see more projects come into service across Australia in the future, the rail industry has an opportunity to build on this momentum and support greater use of rail as part of a sustainable transport network.

COST OF LIVING PRESSURES

As cost-of-living pressures rise, there is an opportunity to supporter greater use of public transport as a more affordable alternative.

Overall, 20 per cent of people surveyed said the cost of living has already led to them using public transport more often, with a further 23 per cent saying they might increase their public transport use in the future. If road user or petrol prices

were to rise, 60 per cent of respondents said they would consider greater use of public transport.

The results confirmed the value public transport offers to people seeking affordable alternatives. The rail industry continues to work to ensure a great customer experience for all rail users, helping those making the shift to have an easy and convenient journey.

THE VALUE OF CONVENIENCE

Passengers continued to prioritise convenience when making transport plans. More frequent services, more seamless connections to other transport modes and more stations closer to home were all factors that people valued highly when considering public transport.

By contrast, the inconvenience of increasing traffic congestion was also identified as a significant influence when considering whether to use rail more often. These results again demonstrate the

importance of projects such as the Sydney Metro and METRONET, which expand the rail network to previously under-served parts of the community, and provide faster journeys while connecting with existing public transport networks.

MEETING COMMUNITY NEEDS

The wave of new projects across Australia has provided an opportunity to expand the rail network and provide new opportunities for people to access easy, affordable public transport services.

The shift that can be achieved through major projects is significant but must be supported by a continued focus across the network to deliver on customer needs: frequent services, easy access to stations and other public transport connections, and fast, reliable journey times.

The rail industry is supporting these goals as it continues to deliver a rail network that will continue to meet the nation’s needs well into the future.

Enhancing resilience in rail infrastructure

The Rail Industry Safety and Standards Board has unveiled an updated standard for hydrology and hydraulics.

In the wake of recent flood events that have disrupted rail corridors across Australia, building a more resilient rail network has become an urgent priority for the industry.

To address this, the Rail Industry Safety and Standards Board (RISSB) has developed and recently released the updated AS 7637 Hydrology and Hydraulics standard, aimed at helping the industry to build resilient infrastructure capable of withstanding these growing challenges. It is already helping inform management of flood risk for one Australia’s largest Rail Infrastructure Managers (RIMs).

“This revised standard has undergone a comprehensive restructure, placing a stronger emphasis on design requirements, inspection, and monitoring,” said Jodie Matheson, Standards Development Manager at RISSB.

“It specifies the requirements for adequate planning and design in an environment of increasingly extreme weather events, and the development of a Flood Management Plan and Emergency Response Plan to mitigate flood risk to railway infrastructure, rail traffic and personnel.

“The flood risk assessment process outlined in the standard addresses the tolerability of the existing flood risks, identifies current and potential future flood hazard locations, and considers their cultural and social impact."

THE GROWING IMPACTS OF EXTREME WEATHER

Extreme weather events have already proven to be a significant threat to Australia's rail infrastructure and disruptions caused by flood events highlight the need for robust solutions to safeguard the reliability and safety of the rail network.

Learnings from incidents such as the Charters Towers derailment in 2020 and damage to the Transcontinental Rail Line in 2022 underscore the importance of proactive infrastructure design and effective risk management to minimise the impact of such events on rail operations.

With the increasing likelihood of more extreme weather conditions, AS 7637 offers essential tools to help the rail sector not only withstand these challenges but also enhance operational safety and

infrastructure reliability. The standard outlines how RIMs can integrate resilience into the design of both new and upgraded railway infrastructure, ensuring greater preparedness for future flood risks.

COLLABORATION FOR A MORE RESILIENT FUTURE

The development of AS 7637 reflects a collaborative effort from industry stakeholders, who participated in the RISSB product development group. This approach ensures the standard meets the needs of the Australian rail sector while aligning with national and international best practices in resilience.

The Australian Rail Track Corporation’s (ARTC) Adrian Hudson, winner of the 2025 RISSB Development Group Member of the Year award, was an integral part of this update.

“It was a privilege to be involved in the development of such an important standard at a time when resilient railway infrastructure has never been more important to ensure the continuity of freight in a changing environment,” he said.

Clinton Crump, Group Executive Operations at ARTC, said that as the RIM of one of Australia’s largest rail networks –with 9600 kilometres of operating railway across five states – ARTC is acutely aware of the challenges facing the industry due to extreme weather events.

“We’re proud to share our knowledge and expertise in the development of this Standard and to play a leading role in making Australia’s rail industry more resilient, safe, and productive,” he said.

UPDATES FOR GREATER CLARITY AND PRACTICAL USE

The update to AS 7637 comes after a thorough review process aimed at aligning the standard with the specific needs of the Australian rail sector.

“ARTC helped to shape the RISSB standard, which has informed ARTC’s management of flood risk to improve our operations and, critically, the Network Investment Program – a $1 billion resilience-building partnership with the Australian Government, which includes significant scope targeted at improving flood resilience and immunity in critical areas of the network,” Crump said.

Supported by a detailed hydrology assessment, these projects are now underway, focusing on the key rail corridors of the East-West and Albury-Sydney, to strengthen the network, improve its resilience and reliability and ultimately secure the future of freight in Australia.

By adopting AS 7637, RIMs and rail industry proponents can realise both direct and indirect benefits.

The implementation of this standard will help mitigate the risk of infrastructure damage and loss of life during extreme weather events. The safety of rail operations will be enhanced by more effective flood and emergency management plans.

The resilience of the rail network will improve, reducing disruptions caused by extreme weather. This leads to greater operational reliability, ensuring a consistent and dependable transportation system for both passengers and freight.

By proactively designing infrastructure to withstand extreme weather events, the rail industry can reduce long-term maintenance costs, emergency recovery expenses, and loss of operational time.

The focus on resilient infrastructure helps reduce the environmental impact of flood events and ensures that the rail network remains sustainable and functional, even during adverse conditions.

As the Australian rail industry faces increasing climate challenges, AS 7637 Hydrology and Hydraulics will play a pivotal role in safeguarding the infrastructure and operations of the sector.

RIMs are encouraged to adopt the standard, either in full or through a tailored approach, ensuring that their infrastructure projects are resilient, safe,

and capable of withstanding the growing threat of extreme weather events.

The long-term benefits of implementing this standard will not only improve safety but also contribute to a more reliable, cost-effective, and sustainable rail network.

KEY FEATURES OF AS 7637

The updated standard provides RIMs with the tools and criteria needed to manage flood-related risks, including:

• Tailored requirements for RIMs in infrastructure design: This standard provides RIMs with more precise hydrological design criteria, ensuring that infrastructure is better equipped to withstand the effects of extreme weather, particularly flooding.

• Resilience focus for future developments: AS 7637 places a strong emphasis on the resilience of future infrastructure developments, encouraging RIMs to account for potential long-term flood risks in their designs and operational plans.

• S afety and cost benefits: Implementing the standard can improve safety and reduce costs. By improving infrastructure resilience, the risk of damage and disruption is reduced, leading to fewer recovery costs and a safer rail network.

Contracts, EOIs, Tenders

Latest project updates

WUMBULGAL RAIL SIDING

STATUS: CONTRACT AWARDED

A $13 million contract was recently awarded to Laing O’Rourke by the New South Wales Government for the construction of a rail siding at Wumbulgal in the Riverina.

The project will deliver a 1500-metre, multi-user rail siding between Griffith and Leeton.

The siding will allow trains up to 1.5 kilometres long to load, park or pass others without disrupting the main line.

It is intended to boost capacity and improve efficiency on the track section between Coolamon and Griffith.

SYDNEY OLYMPIC PARK

STATUS: PARTNERS SHORTLISTED

Sydney Metro has shortlisted partners to deliver an integrated station and precinct development at Sydney Olympic Park.

The package will include the design and construction of the new metro station, its surrounding precinct and three buildings adjacent to the station.

A planning application has been submitted to boost the number of residential dwellings delivered, seeking to convert one of the approved buildings from

commercial to residential use. If approved, this change would bring the total number of residences in the over and adjacent station development to more than 500.

The three consortia that have been shortlisted to tender for the contract, which is expected to be awarded in mid2026, include:

• FCC Construction Australia Pty Ltd and Ecove Group Pty Ltd (FCC and Ecove);

• G amuda Engineering Pty Ltd, Gamuda (Australia) Pty Ltd and MTR Corporation (Australia) Pty Ltd (Gamuda and MTR); and

• John Holland Pty Ltd and Freecity Group Holdings Pty Ltd (John Holland and Freecity).

LEVEL CROSSING REMOVAL PROJECT – NEW PROGRAM ALLIANCE –PRE- QUALIFICATION

STATUS: OPEN TO EXPRESSIONS OF INTEREST

CLOSING DATE: 3 OCTOBER 2025

The Sunshine Superhub Works will span more than six kilometres from West Footscray to Albion in Melbourne, and will include two new dedicated regional platforms and an extended concourse, a new station forecourt, three new rail bridges, realigned passenger and freight rail

lines and new and upgraded tracks.

To support the delivery of the Regional Line Works, a package forming part of Sunshine Superhub, the Level Crossing Removal Project (LXRP) intends to procure an additional Program Alliance to participate in the LXRP Program Alliance Framework.

The Regional Line Works package will be specified as the Initial Works Package for the new Program Alliance.

The Regional Line Works package comprises works in and around Sunshine Station including construction of two new regional train platforms, modification to existing platforms at Sunshine Station, civil structural works including the modification of Hampshire Road bridge, station concourse modification and extension and associated forecourt works and rail and rail systems works including widening of the rail corridor between Sunshine Station and Anderson Road. Following the Initial Works Package, LXRP may allocate Additional Works Packages to this Program Alliance for development and delivery, subject to funding of future investments and performance of the Program Alliance.

For more information, visit bidsmith.com.au

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