August 2021

TM

Geraldton area grain trains

Melbourne Suburban Railway Report
Rail Motors, Rhinos and Relics

Published monthly by the Australian Railway Historical Society (NSW Division)

Editor Bruce Belbin
National Affairs Lawrance Ryan August 2021 August 2021 • $12.00
TM

Editorial Assistant Darren Tulk Volume 59, Number 8

International Ken Date
General Manager Paul Scells Geraldton area grain trains
Melbourne Suburban Railway Report
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Melbourne Suburban Railway Report 30
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Contributors
David Campbell, Bob Gibson, David Hill, John Hoyle, Philip Jeeves, Philip
Laird, Phil Melling, Vaughn Moore, Nev Pollard, Chris Walters.
ABC News, ACT Government, The Age, Arc Infrastructure, Australasian
Railway Association, Australian Financial Review, Australian Transport Safety
Bureau, Bravus Mining & Resources, Federal Minister for Communications,
Urban Infrastructure, Cities and the Arts – The Hon. Paul Fletcher MP, Office
of the Hon Daniel Andrews MP – Premier of Victoria, GrainCorp, Parramatta
Light Rail, Pembroke Resources, Public Transport Authority of Western
Australia, Queensland Minister for Transport and Main Roads – The Hon.
Mark Bailey, Queensland Police Service, Queensland Transport Ministry,
South Australian Premier – Hon. Steven Marshall, Transport Canberra,
Transport for NSW, Victorian Auditor-General’s Office, Victorian Minister for
Transport Infrastructure – The Hon. Jacinta Allan, VicTrack, Watco, Western
Australia Minister for Transport – Hon Rita Saffioti MLA
www.bloombergquint.com www.canberraweekly.com.au
www.crossriverrail.qld.gov.au www.inlandrail.artc.com.au
www.perthnow.com.au www.railwaypro.com

Cover: Early on Thursday morning 25 March, Motive Power/
Cummins units CM3304, CM3310 and a sibling unit head north
around the 2012 deviation at North Tahmoor with a Qube loaded
grain train. The 1.5km deviation around Redbank Hill was financed
by mining company Xstrata to allow for an expansion of longwall
mining by Tahmoor Colliery beneath the previous right-of-way.
Steve Munro
Opposite: On a misty Tuesday 13 July, Qube Logistic’s Clyde/EMD
unit G532 has a fully loaded train in tow and is ready to leave the
Hanson Apex quarry at Kilmore East heading to the Hanson Australia
plant at Brooklyn, in Melbourne’s western suburbs. James Chuang
Back cover (upper): Late on Sunday 8 July, the setting sun catches
SSR grain train iCM4 on the Boree Creek line near Lockhart, hauled
by 4911, 48s28, 4910 and 4904. William Southern
Back cover (lower): Crossing the Maribyrnong River, V/line
Clyde/EMD locomotive N457 slowly ambles past the worksite at
Bunbury Street, Footscray, with the midday Down Albury service
on Tuesday 11 May. Peter Reading
Rail industry
V/Line becomes statutory authority
From Thursday 1 July V/Line, the Victorian regional passenger rail operator,
has become a statutory authority transitioning from a state – owned
enterprise in a move that the Victorian Government says will improve
oversight and delivery of regional public transport services. The move will
bring V/Line more directly into the centre of the public transport system.
An Advisory Board will be established to provide advice and
support to the CEO, who will report to the Secretary of the Victorian
Department of Transport. This is another step since the creation of the
new, integrated department that will better align the operator with
transport planning, Big Build project delivery, and decision making.
Matt Carrick has been appointed V/Line CEO for 12 months to
oversee the implementation of this reform, as he has a background
in both the private sector and senior levels of government and is
currently CEO at State Trustees, where he has overseen an organisational
restructure and program of reform to improve outcomes for clients.
Prior to that appointment Mr Carrick was Deputy Secretary for
Investment and Economic Projects in the Victorian Government’s
Department of Economic Development, Jobs, Transport and Resources.
As this is a structural change for the leadership of V/Line there will be no
job losses, and existing services and rail safety arrangements remain in place.
V/Line is Australia’s fastest growing regional railway operator, with
a 77 per cent increase in annual passenger numbers from 13 million in
2014 to 23 million before the pandemic in 2019.
To meet transport demand and future growth, the government
has introduced 700 additional weekly services since 2014, investing
$1.2 billion in new regional trains and supporting an upgrade of every
regional rail line.
This funding boost continues through the Victorian Budget 2021/22,
with a further investment of $613 million over four years in major periodic
and routine maintenance on V/Line’s passenger and freight lines.
Victorian Minister for Public Transport Ben Carroll thanked the
departing V/Line board for their service, and said that he looked forward
to getting to work with Matt Carrick to deliver the best outcomes for
regional Victorians.
The V/Line changes come in the wake of a corruption scandal
in October 2020 that led to the sacking of then CEO James Pinder.
Victoria’s Independent Broad-based Anti-corruption Commission is
still examining evidence that senior public officials in the transport
bureaucracy were bribed by a major cleaning contractor Transclean (see
December 2020 RD, page 9).

First package of works for Melbourne Airport Rail

out to market
An Expressions of Interest process is underway for contractors to deliver
Melbourne Airport Rail Link works around Sunshine and Albion (located
13.5 and 14.9 kilometres respectively from Flinders Street station on the
Sunbury line).
On Saturday 12 June Federal Minister for Communications, Urban
Infrastructure, Cities and the Arts, Paul Fletcher, and Victorian Minister
for Transport Infrastructure, Jacinta Allan, announced the first works
package for the Melbourne Airport Rail Link is out to market and
contractors were being invited to submit their initial proposals.
This approach has been informed by feedback from industry and
aims to share the workload, providing more opportunities to different
contractors and suppliers.
Minister Fletcher said these works are the first of several work packages
to go out to market through a robust, multi-staged procurement process.
“Melbourne airport is one of the key gateways to Australia and provides
crucial links to interstate and regional destinations, helping to drive
business and trade by connecting Victorians to the rest of Australia and
the world,” he said.
The first step in transforming Sunshine station will include a new
accessible pedestrian concourse that will enable transfers at either
end of the platforms and double the number of lifts available, with
extra ticketing gates and weather-protected platform extensions also
included.
Ms Allan said more information on key elements of the project will
soon be shared publicly, with feedback to be sought as part of the next
phase of engagement.
The Australian and Victorian governments have committed $5 billion
each towards Melbourne Airport Rail Link, which will take passengers
from Melbourne Airport into the heart of the city in around 30 minutes
via the Metro Tunnel.
Construction is set to start in 2022 with a target opening of 2029,
subject to all relevant approvals

The 3801 Transport Heritage NSW

Central West Steam Tour was on its
way to Dubbo NSW via the Inland Rail
section between Goobang Junction
and Narromine on Tuesday 8 June
2021, and thus became the first
revenue passenger train to travel on
the Inland Rail, aside from the AK
Cars, which are passenger cars in
appearance only. Running near 20
minutes early, 3801 has little effort
in running up the slight rise from
Wyanga and through to Fairview with
4201 enjoying the ride at the rear of
the set. Timjelly crossing loop, just
visible in the distance, only opened in
September 2020 as part of the Inland
Rail project and is an intermediate safe
working point, with a loop around 1,900
metres long. It has high speed (80km/h)
turnouts from the main line at both
ends. Dave Haden

4 RAILWAY DIGEST

Macquarie and PGGM seek bidders for One Rail
Australia
Macquarie Group Ltd. and Dutch pension fund manager PGGM have
begun canvassing prospective bidders for a potential sale of rail freight
operator One Rail Australia (formerly Genesee & Wyoming Australia).
A deal could value the rail freight service provider at more than $2 billion.
Macquarie’s infrastructure investment arm, MIRA, and its bankers
have proposed splitting One Rail Australia into separate coal and
non-coal businesses in early discussions with potential buyers in a bid
to overcome negative investor sentiment towards the fossil fuel.
One Rail’s coal business would shift coal for major miner Glencore
in NSW’s Hunter Valley and Queensland and be a $130 million a
year business before interest, taxes, depreciation, and amortization
(EBITDA) are taken into consideration.
The non-coal business would own and operate the bulk of
Australia’s rail freight line between Adelaide and Darwin, and make
about $105 million a year shifting goods north and south for the likes
of Toll, Linfox and Woolworths.
The non-coal business would be expected to attract widespread
interest from rival transport and logistics companies, such as ASX-listed
Qube Holdings and privately-owned Pacific National, as well as
infrastructure funds. However, it is expected to be much harder to
find a mainstream buyer for the coal business – despite its long term
contracts with Glencore and profitability – given widespread investor
sentiment towards the coal sector.
MIRA and its bankers, Credit Suisse and Macquarie’s own
Macquarie Capital, outlined the potential split in a 10-page sale flyer
AUGUST 2021
Rail industry
sent to interested parties in May, saying the business had been readied
for such a move.
The flyer pitched One Rail group as a “unique platform of critical
infrastructure with a diverse growth pipeline”, and a top three player
in Australia’s rail sector. It said One Rail would record $475 million
revenue and $235 million EBITDA in the 2020-21 financial year, owned
or leased 2,460 kilometres of track, had 110 locomotives, 2,614
wagons and 650 employees.
It said MIRA, which owns 48 per cent of One Rail and manages
the other 52 per cent on behalf of Dutch pension fund PGGM, would
consider offers for the business as a whole, or separate bids for the coal
and non-coal businesses.
Potential buyers were told the auction would get underway as early
as July and MIRA was keen to have a deal signed by the end of the year.
The mooted sale comes five years after MIRA invested in One Rail,
which was then known as Genesee & Wyoming Australia (GWA). MIRA
bought a stake in GWA to help its US parent Genesee & Wyoming
acquire what was Glencore’s Australian coal transport business.
Genesee & Wyoming was acquired by Brookfield in 2019, which saw
its GWA stake offered to MIRA; MIRA and PGGM acquired the stake to
take full control.
In is believed that MIRA began to test the market for the One Rail
sale in October last year. However, it was not until release of the flyer
that discussions with potential investors began to ramp up ahead of
the planned auction.
5
Rail industry
CORE 2021 – Conference on Railway Excellence
The Conference on Railway Excellence (CORE) hosted biannually by the
Railway Technical Society of Australasia (RTSA) and planned for 2020, was
held in person, and online, 21-23 June 2021 at Perth. Well organised by
Encanta event management with Renee Bennett and her very capable
team (who had also been the Professional Conference Organisers for
CORE in 2008 (Perth), Brisbane (2012), Adelaide (2014), Melbourne
(2016) and Sydney (2018)), it was attended by over 300 persons.
As such, it could well have been to date the largest conference in
Australia with the numbers of people in attendance since the onset of
COVID restrictions in 2020.
There would have been over 400 present at the conference except
for the COVID issues in Melbourne, which prevented RTSA Executive
(National) Chair Roy Unny, and others from Melbourne, including
the Monash Insitute of Railway Technology, from attending. Despite
this, the conference dinner was enjoyed by just over 400 persons. This
dinner included a number of RTSA award presentations.
The conference hosts and organisers were fortunate that it was held
21-23 June and not the following week, which would have precluded
physical attendance by many from Sydney.
This CORE event had the usual Ministerial address (Hon Rita
Saffiato, Minister for Transport; Planning; Ports), Keynote speeches,
technical presentations in concurrent sessions, social events and
Victorian intermodal rail freight facing bleak future
from bigger trucks and MSIS uncertainty
The Victorian Government’s policy of encouraging more regional freight
on rail appears to be undermined by a recent announcement to expand
the state’s High Productivity Freight Vehicle (HPFV) network by around
3,000 kilometres. The new networks include the Bass Highway, Murray
Valley Highway, Wimmera Highway and Ballarat-Maryborough Road.
In addition, the future of the Government’s Mode Shift Incentive Scheme
(MSIS) is uncertain with the Victorian Budget revealing that the scheme,
which offers a rebate to freight operators for each container moved by rail,
has been extended for only another year with $3.6 million being allocated.
The subsidy has been steadily reducing since 2014 when the
government offered $5 million to four operators, Linx Port link,
Tocumwal; Wimmera Container Line, Dooen; Westvic Container Export,
Warrnambool and Seaway Intermodal, Merbein (Mildura). When it was
originally introduced the four operators were paid a subsidy of $100 a
container, but that figure is now down to $81.45.
At a state budget Public Accounts and Estimates Committee hearing,
Ports and Freight Minister, Melissa Horne, said the MSIS was a “vital”
programme that supported the behavioural change behind the shift
from road to rail. However, she said intermodal hubs at Laverton, Altona
and Somerton, the port rail freight shuttle service and the Port of
Melbourne on-dock Port Rail Transformation Project would eventually
replace the need for the MSIS.
However, SCT Logistics Ports and Government Relations manager,
Matt Eryurek, said the state government’s decision to open up more
routes to High Productivity Freight Vehicles would contribute to a
decline in mode shift reversal. He said SCT, which runs both road and
rail transport, was not against the extension in HPFV routes as long as
trucks delivered freight to intermodal hubs. “The consequence of HPFV’s
will be that rail freight will evaporate alarmingly,” Mr Eryurek said. He
said the decisions that have been made will increase the gap between
rail and road and, in addition, the state government has made a pledge
to reduce carbon emissions by 2030, but - in their words - the biggest
contributor is using trucks to carry freight.
Mr Eryurek said initiatives like the Port Rail Transformation Project
were to be applauded but were only a first step, as they would take
time to implement. He said, “In one breath, the minister keeps referring
6 RAILWAY DIGEST
technical tours. Amongst the many presentations of interest were
those of Mr Lido Costa, Principal Engineer AutoHaul, Rio Tinto Iron
Ore, outlining the development of the “worlds largest robot” (as noted
by the 2020 Guinness book of records) which “would not even been
dreamt of a decade ago” along with a talk on improving BHP Iron
Ore rail operations in recent years with enhanced Wayside Condition
Monitoring, and, long term maintenance requirements of the rails
for the new Melbourne metro. In addition, there were two online
presentations, one from KiwiRail relating to reopening the NZ South
Island main line after it was severely damaged in the 2016 Kiakoura
earthquake; the other duplicating a Canadian National line north of
Toronto on very soft peat requiring 560 helical piles.
Platinum Sponsors the ARTC and the Public Transport Authority
(PTA) of WA were well respresented in speakers and the exhibition.
The ARTC exhibits featured Inland Rail and the Advanced Train
Management System, whilst the PTA, now actively recruiting more
technical staff, is advancing its $7.2 billion ($5.2 bn WA and $2.7 bn
Commonwealth) Metronet projects including the new Airport line
(due first half of 2022), high capacity signalling, level crossing removals
and new C Series electric trains (to be built in Perth).
The next CORE is to be held in 2023, with further details to be
announced.
to the MSIS as a bit of a bugbear, but we see it as an equalisation
program, to get us to the competitive level we need.” Mr Eryurek said
he understood the decisions being made by processors and freight
forwarders. “We’ll be all crossing our fingers, thinking when the Port Rail
Transformation Project occurs, they will come back to rail,” Mr Eryurek
said. “But, as we know, in regional areas decisions are not made lightly.
When they do go to a mode they stick to it.”
WestVic Container Export managing director Warwick Loft said the
company railed about 50 TEU a day in meat and dairy products and
aluminium from Warrnambool to Melbourne. He said the MSIS support
was an integral part of the business for the four recipients. He said the
support needed to be ongoing for three or four years. Mr Loft said,
“Over the last few years the percentage of funding to WestVic has been
slowly dwindling and it wouldn’t want to dwindle too much more.”
Figures revealed by Stock & Land show Johnson Asahi, at Horsham,
shifted from rail to road to move 8,000 twenty-foot equivalent containers
of hay a year about 18 months ago. Wimmera Grain Company
(WGC) general manager Chris O’Bryan, Rupanyup, said his company
had decided to move back to road from July this year. “I don’t think
containers on rail are the most efficient way of moving freight from
point A to B,” Mr O’Bryan told Stock & Land. WGC moved from road
to the Wimmera Container Line (WCL) rail terminal at Dooen, near
Horsham, in 2013. On average the company was sending about 35,000
tonnes, or 1,300 containers, of pulses by rail to Melbourne each year.
Recently SCT’s Dooen to Melbourne service has lost a further 3,000
TEU a year of WGC business to A-double trucks. “It was primarily for
efficiencies, and weight gains, within the containers - road couldn’t handle
those capacities,” Mr O’Bryan said. He said that had all changed with the
introduction of A-doubles. “We have a business to run, so the cost benefit is
significant,” he said. “Don’t get me wrong, rail is an effective way of carrying
a lot of containers at one time and we understand it gets trucks off the road.”
He said uncertainty over the future of the MSIS was also a contributing factor.
“If MSIS goes, all of a sudden you are looking at an eight per cent increase in
your container fee,” Mr O’Bryan said. He said he’d continue to talk with
WCL about its rates. “Nothing is off the table, so to speak, but for our
company, efficiency and dollar wise, the decision is made.”

Two years ago Blue Lake Milling at Dimboola, moved from rail to
road. It now moves between 350 and 400 containers a year, mainly 40’
boxes, by road to the Port of Melbourne. The company used to send
cereal grains, including oats, through the WCL terminal at Dooen, near
Horsham. “Since the government incentives were reduced, it made rail
freight somewhat uncompetitive, compared with road freight,” Blue
Lake Logistics manager Georgia Cadzow said. Ms Cadzow said the
switch had nothing to do with WCL, which had provided an excellent
service and the company would go back to rail if it was cheaper. She
said freight was a massive cost factor and businesses with low margins
need to look at saving money, wherever they could.
WCL terminal general manager Tim Guidera said the MSIS decision
left the scheme “in limbo”, when what was required was a major
overhaul. “There is no certainty beyond 12 months, hampering long
term contract negotiations,” Mr Guidera said. “The recovery dollar rate is
Frazer-Nash to support Morley-Ellenbrook rail line
Engineering consultancy Frazer-Nash has been awarded a contract to
provide specialist engineering services to support the construction of
the METRONET Morley-Ellenbrook rail line in Western Australia.
The Morley-Ellenbrook Line is Perth’s largest public transport project
since the Mandurah Line. It will provide a significant boost to transport
options for those living in Perth’s north-eastern suburbs.
Frazer-Nash will lead the delivery of Systems Engineering and Safety
Assurance for the project. This will ensure the safe integration of the new
line’s multiple systems. It includes a RAMS analysis, where Frazer-Nash
will assess the line’s system reliability, availability, maintainability and
safety.
Railway people
M Peter Martinovich receives OAM
Mr M Peter Martinovich of WA received a Medal of the Order of Australia
in the Queens Birthday list for “For service to public administration”. He
has long been instrumental in promoting the use, technical development
and expansion of railways in Western Australia. With Westrail he held a
key senior advisory role in the expansion of Perth’s urban rail network,
including to the Northern suburbs in 1990, and was one of the driving
AUGUST 2021
Rail industry
unchanged from last year, so it remains at 20 per cent below the rate of a
decade ago. He said no change to the cap meant there was no incentive
to offer to new clients. Mr Guidera said, “Continued highway upgrades
that allow more efficient trucks with longer and heavier payloads to
transport containers to Melbourne will continue to gain market share over
rail options.” He said, “The community will not gain the benefits that rail
services provide of reducing road trauma, road congestion, road wear and
tear and carbon emissions as more activity will go on road.”
Rail Futures Institute president John Hearsch said the MSIS was a small
subsidy that helps these services remain viable in the face of ongoing
strong road competition. He said, “Compared to the massive financial
underpinning for rail passenger services, it’s almost infinitesimal.” One
rail insider told Railway Digest that if the existing Government policies
continued Victoria would have no regional intermodal freight services
within five years.
On Wednesday 14 April, Pacific
National intermodal freight
7902V, powered by BL27, XR559
and X50, passes through Cressy,
between Ararat and Geelong,
on its way from Mildura to
Melbourne. Scott Mitchell
The Government-funded $700 million rail project sees Frazer-Nash
working alongside managing contractor, Laing O’Rourke.
Frazer-Nash Australian Rail Business Manager Chris Baker said: “This
significant rail contract reinforces the reputation of Frazer-Nash as an
engineering partner of choice in the design and delivery of rail and
transportation infrastructure. We’ve been serving the rail industry in
Australia and the UK for more than two decades now and the team is
thrilled to apply our expertise to this major project.”
The new 21-kilometre Morley to Ellenbrook line connects the
North-Eastern suburbs of Perth directly with the city’s passenger rail
network.
forces in the planning and construction of Perth’s
MetroRail Project as Deputy Project Director,
New MetroRail, 2003-2007 (Perth to Mandurah).
Mr Martinovich is also the author of many
technical publications.
M Peter Martinovich OAM
7
Railway people
Greg Hood retires as ATSB Chief Commissioner
Australian Transport Safety Bureau (ATSB) Chief Commissioner and
Chief Executive Officer Greg Hood retired from his position with the
organisation on Wednesday 30 June.
The ATSB is Australia’s national transport safety investigator. It is an
independent Commonwealth Government statutory agency, governed
by a Commission and is separate from transport regulators, policy
makers and service providers. The ATSB investigates transport-related
(air, sea and rail) accidents and incidents within Australia.
Mr Hood retired from the Bureau at the completion of his five-year
term that began on 1 July 2016. During his tenure he drove an innovation
and transformation agenda at the ATSB, which saw the introduction
of world-leading practices like a multi-modal teams approach to
investigations, new recruitment practices, a tertiary partnership with
RMIT University, and new technologies to support investigations such
as remotely piloted aircraft and 3D modelling. All have helped to further
establish the ATSB as a global leader in transport safety investigation.
In the past five years Mr Hood, with the other members of the ATSB
Commission, approved more than 530 aviation, rail and maritime
investigation reports for public release.
New Chair for Freight and Logistics Council of WA
Western Australian Transport Minister Rita Saffioti has welcomed the
Friday 25 June announcement that Megan McCracken will be appointed
the new Chair of the Freight and Logistics Council of WA from August.
Ms McCracken brings extensive knowledge to the role from her
three decades of experience in the resources, automotive, energy and
rail industries in Western Australia, Victoria and New South Wales.
She has served on several boards and committees in the freight and
logistics industry and since 2017 has Chaired the Board of the National
Association of Women in Operations.
RISSB Appoints Deborah Spring as CEO
On Thursday 1 July, Deborah Spring took up her new role as Chief
Executive Officer of Rail Industry Safety and Standards Board (RISSB).
Ms Spring, previously the Board’s Executive Chair, had been acting CEO
for two years.
Rail industry veteran David George replaces her as Chair. Ms Spring
will continue as an Independent Director on the RISSB Board. Both
joined the Board in 2015.
“We have had a lot of national and international interest in the CEO
role but recruitment has been complicated by the current environment,”
Mr George said. “When we re-assessed the process, the Board realised
the best person for the job was already doing it. Deborah also realised
she was really enjoying it.”
Ms Spring, a mechanical engineer with an MBA from Harvard
Business School, previously held senior executive positions with TasRail,
National Rail, Australia Post and Exxon-Mobil. She also has 15 years’
experience as a professional director, including with V/Line Corporation
and the Donric Group.
Mr George has held many senior rail leadership roles in three
countries as well as serving on several boards, including TasRail and
Queensland Rail. Established in 2003, RISSB is the only accredited
First-class Honours Graduate joins Frazer-Nash
Frazer-Nash Consultancy has appointed First-class Honours Graduate
Engineer, Matthew Lane to its Engineering Asset Management team,
based in the firm’s Melbourne office.
Matthew joins Frazer-Nash with experience in vehicle aerodynamics,
automation and autonomous systems, which he secured on the Monash
Formula Student team, one of the top ten worldwide.
His Group Leader, Harry Scott-Dempster at Frazer-Nash explains.
“Matthew had already spent time at Frazer-Nash as an Intern and made
8 RAILWAY DIGEST
In addition, under Mr Hood’s leadership, the ATSB developed a strategic
property plan that included the establishment of a Melbourne office
and increases in staffing in the agency’s Brisbane and Perth offices, and
introduced a replacement program for all enterprise IT systems, including
the procurement of a new investigation information management system.
Mr Hood also oversaw a partnership agreement with the Defence
Flight Safety Bureau (DFSB) to align accident investigator skillsets
and to participate in each other’s investigation activities, and further
strengthened the ATSB’s close working relationships with New South
Wales’ Office of Transport Safety Investigations (OTSI) and Victoria’s
Chief Investigator, Transport Safety (CITS).
The Commission thanked Mr Hood for his
service, and wished him the very best for his
well-earned retirement.
ATSB Chief Operating Officer Colin
McNamara will act as Chief Commissioner
and Chief Executive Officer pending the
appointment of Mr Hood’s successor.
Greg Hood
She will succeed current Chair of the Council,
Nicole Lockwood, who was appointed to the
role in June 2016.
The Freight and Logistics Council of WA
was established in March 2009 and meets
bi-monthly to discuss and progress issues of
strategic importance to the State’s freight and
logistics activities
Megan McCracken
standards development organisation for the rail industry in Australia,
and also works in New Zealand. When surveyed last year, all industry
respondents reported using RISSB’s services, and 90% accessed its suite
of products.
During the past two years under Ms Spring’s leadership, RISSB has
seen a 120% increase in membership, its catalogue of publications has
increased to over 240 and RISSB is now developing Standards for the
growing light rail sector.
RISSB has also introduced new products and services to address key
challenges facing industry, including the creation of a Major Projects
Portfolio focusing
on seven key areas
and supporting the
National Rail Action
Plan.
Deb Spring &
David George
an impressive contribution to Gap analysis for
a rocket testing Range Safety Template Toolkit
(RSTT) and Systems Engineering support on
Sydney Metro City and Southwest Project.”
Matthew Lane
Australian Capital Territory News
Tenders open for first stage of light ACT traffic worsens as Canberrans
rail to Woden avoid public transport
Procurement for Stage 2 of the ACT light rail, the extension of the
existing light rail system from Civic to the southern Canberra suburb of
Woden, has begun with the tender for enabling works to relocate utility
assets released on Wednesday 2 June.
The scope of the early works includes moving telecommunica-
tions and water utilities from their current location on London Circuit
between Edinburgh Avenue and Constitution Avenue, to a new location
along Vernon Circle.
ACT Minister for Transport and City Services Chris Steel said these
essential utility relocation works must be completed before other light
rail projects start, such as raising London Circuit.
He expected construction to begin as early as August, subject to
works approval. This will ensure that essential services are not disrupted
once work starts on London Circuit in 2022.
The ACT Government is planning how to manage traffic disruption
in and around the city once construction begins. Whilst early works will
cause some delays, the most disruptive period will begin next year.
“Building light rail is going to be very disruptive during construction,
but the project will make Canberra a more connected, sustainable, and
vibrant city,” Mr Steel said.
The ACT Government recently launched a virtual engagement
room which will keep Canberrans up to date on the latest project
developments for Stage 2 of light rail. The engagement room can be
accessed at: www.act.gov.au/lightrailtowoden/virtual-room.
The ACT Light Rail Stage Two extension will run from Civic in
Canberra to Woden in the southern suburbs, via the Parliamentary
Triangle. This will provide an extension to Stage One, which runs from
the Canberra CBD to Gungahlin in the northern suburbs, a distance
of 12 kilometres. The new line will be 11 kilometres long, with 12 new
stops along the route.
Due to the significant planning approval process required to
construct light rail through the Parliamentary Triangle, Stage Two has
been split into two stages:
Stage 2A: CBD to Commonwealth Park (1.7 kilometres), and
Stage 2B: Commonwealth Park to Woden (nine kilometres) –
including the Parliamentary Triangle.
Stage 2A is expected to be completed in 2024.
New South Wales
Reduction in speed limits for level crossings
To help increase safety at level crossings, Transport for NSW has
announced that road speed limits have been reduced from 100 km/h
to 80 km/h at level crossings controlled by boom gates and flashing
lights to lower the risk of collisions. The reduced speed limit lowers the
likelihood of a crash and should allow drivers more time to react and
stop safely at a level crossing. This is especially important for heavy
vehicles, which need more time to stop.
Level crossings that have boom gates and flashing lights, rather than
only ‘stop’ or ‘give way’ signs, generally have higher levels of traffic and
train use. The new speed limit of 80 km/h at level crossings must be
adopted unless:
• A lower speed limit would be appropriate in accordance with the
NSW speed zoning guidelines
• There are curve warning signs with an advisory speed plate of 45 km/h
or less in which case a limit of 60 km/h or less is to be adopted
• The crossing is within 400 metres of a road terminating.
These changes were implemented from April 2021 and will be in place
until 2023.
AUGUST 2021
Despite the launch of the ACT Transport Recovery Plan on 29 April
(see June 2021 RD, page 9) the return of Canberra residents to public
transport appears to be slow as COVID-19 concerns continue.
During last year’s lockdown, traffic levels across the ACT collapsed
and while some Canberrans are still working from home, roads are
busier than ever in parts of suburban Gungahlin, Woden and Molonglo
with the problem linked to commuters’ reluctance to return to buses
and the light rail system, according to an ABC News report on Tuesday
29 June.
Public transport use plunged in April 2020, when workplaces across
the city were shut down. A year later, patronage was only 75 per cent of
pre-COVID-19 levels. Transport Canberra reports one in six bus and light rail
passengers have not been back on board at all since the pandemic began.
The city’s growing population has also added to congestion, though
neither it nor public transport use explain all of the traffic changes.
In April 2021, Canberrans were driving about as much as they
were back in “pre-COVID” 2019 but not in the same places. Transport
Canberra measured traffic at more than 200 sites across the city before,
during and after the 2020 lockdown. As expected, more cars are now
travelling along roads where buses and light rail were once popular, and
where suburbs are growing quickly. However, fewer people are driving
to the town centres, and more Canberrans seem to be making short
trips closer to where they live. Transport Canberra suggested this was
linked to people working from home.
ACT Transport Minister Chris Steel said he understood why some
Canberrans had avoided returning to buses and light rail, but that
needed to change over time.
“This has been a massive shock to the whole society … People have
formed new habits, particularly jumping in their private vehicles to get
around,” Mr Steel said.
However, he warned that Canberra’s traffic — already heavier than
ever in some areas — would soon worsen due to construction projects
and population growth.
“We don’t want to be in a situation like Melbourne, like Sydney,
where people are in gridlock, particularly in the morning and afternoon
peaks,” he said. “That’s what we’re seeing emerge on the roads in
Canberra at the moment”.
News
NSW Minister for Regional Transport and Roads, Paul Toole, said that
from 2001 to 2020, there were 154 crashes between trains and vehicles
at level crossings in NSW, resulting in 14 fatalities and 24 serious injuries.
More than 30 per cent of these crashes occurred at locations where the
speed limit was 100km/h or greater. A positive outcome of the change
will be safer roads and less fatalities.
Transport for NSW has advised that the changes will have minimal
impact on travel times. For example, their modelling shows a sample
individual trip of 286 kilometres from Parkes to Griffith (via the Newell
Highway) would have a total time impact of 1.2 minutes over the entire
trip – approximately 0.25 seconds per kilometre.
The National Road Transport Association (NatRoad) has also raised
with Transport for NSW the need for more investigation relating to
heavy vehicles on the physical approaches to railway crossings.
For more information on specific locations and Frequently Asked
Questions, please visit the Transport for NSW website.
NatRoad supports the implementation of measures that will improve
the safety for all road users.
9
News New South Wales

Above: On Wednesday 7 July, ST23 Sydney-Melbourne XPT powered by XP2009 and XP2008 leaves Goulburn, passing the 3-car Canberra
Xplorer set waiting in the Up refuge. The Xplorer was terminating at Goulburn due to the Covid-19 lockdown in Sydney. Brendan Winkler
Below: Pacific National 6422, also known as the north coast ‘pick-up goods’, had only cement wagons behind Clyde/EMD units 8216 and 8160
as it passed the steam era water tank at Telegraph Point on Saturday 10 July. Anthony Evans

10 RAILWAY DIGEST
New South Wales
Inland rail preferred route between
Illabo and Stockinbingal released
Five years after the federal government announced it would build nearly
40 kilometres of new double track rail line through the New South
Wales Riverina, a preferred route for the line has been announced.
The 39 kilometre Illabo to Stockinbingal section of the multi-billion-
dollar inland rail project will bypass the townships of Cootamundra and
Bethungra and the winding, steep Bethungra Spiral on the NSW Main
Southern line.
A two-kilometre wide study area has been identified and approved
by the Australian Government. It will mainly be built on undulating
farmland used predominately for cropping and grazing.
Illabo landholder Ashley Hermes said the preferred route would
traverse his two farms in the area.
“It has to go somewhere, and I accept that the experts have
determined that probably the best route is through my properties,” he
said. “It’s been a long five years so far and they haven’t actually done
anything on the ground so I now have some certainty where it is and I
can now start making plans for my business”.
Mr Hermes welcomed confirmation of the inland rail route but is
unhappy about a lack of transparency. He told ABC News on Wednesday
16 June that he had been disappointed in the lack of transparency about
the project to date and said the Australian Rail Track Corporation (ARTC)
had not offered any compensation for his cooperation.
Aurizon UGL/GE locos 5026 and 5043, hauling a loaded coal train, come to a stop at the signal at the end of the Up relief line at
Rutherford on Sunday Anzac Day 25 April, as Pacific National’s empty wheat train 9537N from Bomaderry to Manildra’s terminal at
Pennys Road, Bellata, passes with Clyde/EMD locos 8165, 8231, 8113 and 8167 at the head. Bruce Gehrig
AUGUST 2021
News
ARTC director of planning, communication and stakeholder directions,
Rebecca Pickering, said the route was unlikely to change now the
preferred alignment had been confirmed.
Ms Pickering said the assistance of Mr Hermes and others over the
last five years was appreciated but there would not be any compensation
in the short term.
In an online update, available on the Inland Rail website, the ARTC
said the alignment had been determined following an extensive
design review, consultation with landowners and key stakeholders and
following additional ecological and cultural heritage investigations.
The ARTC said the benefits of the route included a reduced impact
on vegetation, reduced earthworks and minimises impacts on local
waterways. It also confirmed that the environmental impact statement
for the project would be lodged soon with the NSW Department of
Planning, Industry and Environment, with a public exhibition period
expected late this year.
A digital flyover of the project highlights the new section of track
will have a number of level crossings on both public and private roads,
as well as under and over bridges, including on the Burley Griffin Way
which is a key freight route from the western Riverina to the Hume
Highway.
The ARTC said it expected a principal contractor for the project to be
appointed in early 2023.
A detailed map of the route can be found at: https://1worpv3xudf-
c4dl40l1hi7fz-wpengine.netdna-ssl.com/wp-content/uploads/2021/05/
i2s-detailed-project-map.pdf
11
News New South Wales

Above: On Friday 11 June, 24 hours after a big dump of snow on the Blue Mountains, the area around Bell station remains decently covered.
The sun is trying to see its way through the clouds as XP2012 and XP2003 power through Bell whilst working WT27 to Dubbo. Alistaire Harris
Below: Having spent most of the previous day loading, Rail First Asset Management locomotives VL 359, CM 3312, VL 354 and VL 358 prepare
to leave Narrabri West with loaded cotton containers, train 5148, en route to Port Botany at 8.45 am on Wednesday 16 June. Mike Martin

12 RAILWAY DIGEST
New South Wales News

It’s 4.09pm and there is a hive of activity on Platform 1 at Wollongong station as passengers board NSW TrainLink H set H54 on a wet afternoon
on Thursday 10 June. Bound for the southern Sydney suburb of Waterfall, where passengers may change to a suburban service to Sydney, the
train originated just over seven kilometres south of the city centre at Port Kembla station - terminus of the short branchline servicing the major
industrial suburb of the same name. The TrainLink H sets are colloquially known as OSCAR trains (Outer Suburban CAR). Lawrance Ryan

Patrick’s Port Botany industrial dispute director Paul Zalai told Grain Central he was planning to contact the
Federal Attorney-General to ascertain if a Fair Work Commission ruling

affects intermodal rail services
Rail services to Port Botany have become collateral damage in a dispute
between Patrick stevedores and the Maritime Union of Australia (MUA)
over work practices. The MUA industrial action involves one-hour
stoppages on each shift at 05.00, 13.00 and 21.00 and refusal to work
through meal breaks, which had been general practice. In response
Patrick reduced rail windows to its terminal by decreasing container lifts
from 4,300 to 3,200 lifts a week for around three weeks from early July.
Patrick Terminals CEO, Michael Jovicic, told Grain Central newswire his
company had held meetings with the MUA over the past 18 months
in an effort to achieve a mutually acceptable outcome. Rail has been
hit by the dispute as it is the dominant mode for transporting export
containers of grain, pulses, meat and cotton to Port Botany and Patrick
is the major terminal for export containers with Hutchison and DP World
playing a secondary role. Additional costs of at least $200 to $350 are
being incurred by rail operators to temporarily move containers to DP
World or Hutchison while awaiting handling by Patrick.
Kurt Wilkinson, commodities and intermodal division general manager
for rail operator and major sheep meat exporter, Fletcher International
Exports, told Grain Central Patrick had cancelled its rail slots for three
weeks to mid-July. Fletcher normally operates three trains a week from its
Dubbo terminal carrying a total of over 600 containers. He said due to the
problems at Port Botany Fletcher’s trains had missed windows resulting in
exports missing vessels. Pacific National’s head of agriculture, Hugh Cox,
and Manildra Group’s logistics manager, Mark Owens, both expressed
frustration over the dispute-related congestion and increased costs
saying that there was a struggle to get windows to Patrick’s terminal and
trains often took over ten hours to unload. Freight and Trade Alliance
could be obtained to reopen more rail paths to Patrick before 16 July. He
said some exporters were trying to book road freight but it was in tight
supply and more expensive than rail.
Ironically, Patrick is currently developing a fully automated rail terminal
at Port Botany jointly funded by NSW Ports that will increase rail capacity
at its terminal from around 250,000 TEU to over one million TEU a year
when fully operational. The Sydney AutoRail project Phase One was
completed earlier this year and Phase Two, which involves increasing the
terminal’s siding length to 600 metres, is expected to be completed by
2023. Patrick says the rail expansion project will improve rail turnaround
times, increase the number of rail windows available and reduce truck
movements around the port by 900 a day, which equates to an estimated
decrease in CO2 emissions of around 5,400 tonnes a year by using rail.
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AUGUST 2021 13
News New South Wales

Above: MM03 was formerly BHP locomotive 51

and was delivered new, by the builder A. Goninan
& Co in Newcastle NSW, on 3 November 1961.
There were six locomotives (based on the model
L80T or “General Electric 80 ton Switcher”)
known as the ‘37 class’ and delivered in that BHP
order numbered 48 to 53 and powered by two
Rolls Royce C6TFL turbo charged four-stroke
inline six-cylinder motors. The engines producing
423hp per unit, considered sufficient at the
time for the confines of the steelworks standard
gauge shunting requirements, 51 was based at
the Newcastle (Port Waratah) steelworks. BHP
withdrew the class on September 1999 and they
were laid up and for sale. In December 2002
Manildra Mills purchased 51 and sister 48 and
after an overhaul they emerged renumbered
as MM03 and MM04 respectively. On Tuesday
15 June, MM03 is seen stored at the top of the
Manildra Mills Yard at Manildra, where it hasn’t
seen active duties for quite some time. It has been
said that the unit is for sale “as is”. Behind MM03
is MM01, formerly NSW Railways Clyde/EMD unit
4907, which despite being in running order, sees
minimal use. The main shunting tasks at Manildra
are now undertaken by former NSW Railways
Goodwin/Alco 2,000hp locomotive 44208, which
Manildra purchased some time back from the
then CFCLA. Dave Haden
Right: On Thursday 6 May, a very clean EDI/
EMD locomotive SSR102 heads a northbound SSR
grain train through the hills near Towrang on a
wet, dreary day. Earlier that morning, the loco
was observed heading south, running “light”,
presumably to Goulburn to pick up this rake of
hopper wagons. Steve Munro

14 RAILWAY DIGEST
New South Wales
Around Sydney
ARA welcomes new funding for
Parramatta Light Rail Stage 2
The Australasian Railway Association (ARA) has welcomed $50 million
in new funding to kick off Parramatta Light Rail Stage 2 as part of the
2021-22 NSW Budget. On Tuesday 15 June ARA Chief Executive Officer
Caroline Wilkie said the funds for development and planning works was
an important step forward for the project.
The announcement follows the release of the ARA’s latest research
report on light rail The Renaissance of Light Rail (see July RD, page 6),
which confirmed the transformational impact of light rail projects.
Meanwhile, the $2.4 billion Parramatta Light Rail Stage 1 is due to be
completed in 2023.
On Monday 28 June it was announced that 50 per cent of the track
for Stage 1 has been installed across the alignment. This milestone
includes more than 80 percent of track completed in Parramatta’s ‘Eat
Street’ and more than 60 per cent of the ballasted track laid between
Carlingford and Camellia completed.
Approximately 3.2 million hours have been worked across the project,
with additional work carried out during the July school holidays to complete
track work as quickly as possible while traffic volumes were lower.
A celebration is planned from August as Parramatta’s Eat Street
dining strip reopens following the completion of major construction
along Church Street, between Market and George Streets.
The 12-kilometre, $2.4 billion Parramatta Light Rail Stage 1 will
connect Westmead to Carlingford via the Parramatta CBD and Camellia
and is expected to commence services in 2023.
Stage 2 will connect Stage 1 and the Parramatta CBD to Ermington,
Melrose Park, Wentworth Point and Sydney Olympic Park.
News
Yagoona Station upgrade
In early June, the NSW Government announced that, as part of the
Transport Access Program, Yagoona Station would be upgraded to
provide a station that is accessible to those with a disability, limited
mobility, carers/parents with prams and customers with luggage.
The project is expected to be completed in 2023.
Key benefits will be:
• replacing the existing station entry concourse, building and stairs
with a new station entry concourse from the Hume Highway
including a new lift and stairs connecting the concourse to the
station platform
• a new station building on the island platform for station facilities,
including a new family accessible toilet and new male and female
ambulant toilets
• additional platform canopies to provide continuous cover from the
new lift and stairs to Platform 1 boarding assistance zone
• two new accessible parking spaces in the Breasley Place commuter
car park and upgrade of the two accessible parking spaces in the
Ritchie Road commuter car park
• upgrade of pathways from both commuter car parks to the station
entrance
• new kiss and ride bay on Hume Highway
• platform regrading and new tactile installation
• relocating existing bike hoops
• upgrades to lighting, and CCTV.
Assuming it proceeds as planned, this project may provide some
reassurance to those who fear that the conversion of the Bankstown line
to a Metro operation could lead to the closure of Yagoona and Birrong
stations.

Work is now well underway on the

conversion of Sydney’s Carlingford
line from heavy to light rail as part
of the Westmead - Parramatta -
Carlingford light rail project. In this
Tuesday, 15 June view, looking north
from the Adderton Road bridge
at Telopea, concrete slab track is
under construction. The majority of
the line that is being constructed
on the former heavy rail alignment
is being laid with ballasted track
except for curves and at stations.
On the right a bikeway is being
constructed parallel to the line and
in the foreground Sydney-based
Anric Rail’s lifting equipment is
being put to work. The $840 million
contract to lay the light rail tracks is
being undertaken by a joint venture
of Downer and CPB Contractors. A
$536 million contract to supply and
operate the network and build the
depot, light rail stops and power
systems was awarded to the Great
River City Light Rail consortium.
The consortium includes Transdev,
the operator of Sydney’s Inner West
Light Rail, and CAF Rail Australia
– the latter supplying trams for
Sydney’s Inner West, Newcastle and
Canberra light rail networks.
John Hoyle

AUGUST 2021 15
News Queensland
First trains use GrainCorp’s Central Queensland Yamala terminal
GrainCorp’s Yamala terminal, 22 kilometres east of Emerald in Central
Queensland, saw its first revenue train on Thursday, 24 June 2021 when
Watco’s WRA Class locomotives, 007 and 004 and 42 DGWY wagons
arrived at the terminal. The first train operated in Wired Distributed
Power (WDP) mode with 007 leading the train and 004 at the rear.
The 1.6 kilometre siding in to the GrainCorp terminal is a dead end
arrangement so the distributed power arrangement avoided having to
run the locomotives around to the other end of the train. The DGWY
wagons are wired for electronically controlled pneumatic braking (ECP)
and the wiring can be used for WDP. Watco says it worked closely with
the WRA Class locomotive manufacturer, National Rail Equipment, who
collaborated with Wabtec Corporation to develop a WDP arrangement
that could operate using the ECP wiring.
The second train arrived on 28 June with the same locomotives and
wagons but the two locomotives were leading. They were run around to
the rear of the train at the nearby Yamala crossing loop on the Central
Line and the train was propelled in to the terminal. Subsequent trains
were scheduled to serve the terminal on 30 June, 2 and 4 July. However,
these dates were subject to alteration as grain cannot be fed by front
end loader and truck from bunker storage to the overline bins if it is
raining as it is essential the grain be kept dry. Each train was hauling just
under 2,000 tonnes of sorghum destined to Gladstone’s export grain
terminal where the grain will be positioned for export.
GrainCorp’s Yamala terminal is part of the CQ Inland Port, a 240 hectare
industrial estate and proposed intermodal facility which is planned
to include warehousing and storage, container packing/unpacking,
cleaning and repair facilities. Adjacent to the site is a cotton gin
operated by Louis Dreyfus Commodities but at this stage GrainCorp is
the only customer using rail from CQ Inland Port. GrainCorp’s $18.5
million facility comprises bunker storage feeding two 1,000 tonne and
two 100 tonne overline bins capable of loading around 540 tonnes of
grain an hour.

On Monday 28 June, Watco operated its second train in to GrainCorp’s Yamala terminal, adjacent to the Central line and 22 kilometres east of
Emerald. The train, comprising NRE/EMD units WRA 004 and 007 hauling 42 DGWY wagons, was loaded with just under 2,000 tonnes of sorghum
destined for Gladstone’s export grain terminal. The locomotives ran around their train at the nearby Yamala crossing loop on the Central line and
reversed the train in to the loader seen in this view. It is capable of loading around 540 tonnes of grain an hour in to a train. John Hoyle

Driver dies in Queensland train collision

The Australian Transport Safety Bureau (ATSB) is investigating the
collision between a light engine and a coal train at Westwood on Friday
18 June.
The light engine, Aurizon 2470 class EMD GL22C unit 2471, was
being used by Queensland Rail for driver tuition. There was a tutor
driver and two other drivers on board, and the light engine was being
operated westbound with the long end leading.
The empty Aurizon coal train, hauled by three 3800 class electric
locomotives, was stationary at the Westwood loop (45.05 km from
Rockhampton).
At about 11.26am Eastern Standard Time, the light engine struck the
stationary coal train. The light engine and five wagons of the coal train
were significantly damaged. Of the light engine’s three occupants, one
sustained minor injuries, one was seriously injured and one was fatally
injured. The two drivers of the coal train were uninjured.
The ATSB deployed three investigators to examine the site and
wreckage.
Queensland Police advised the driver who died was a 49-year-old
man from Margate, north of Brisbane. Another driver, 43, suffered a
broken leg and was flown to Rockhampton hospital. The third driver, 41,
sustained minor injuries and was taken to the hospital by road.
The Capricorn Highway was closed for two hours so the rescue
helicopter could access the crash site.
Rail services on the Blackwater Line were temporarily suspended
while investigations into the collision were carried out.
The ATSB investigation is on-going.

16 RAILWAY DIGEST
Queensland
ETCS technology begins SEQ rollout
The installation of European Train Control System (ETCS) signalling
equipment on two Queensland Rail electric multiple unit trains (EMUs)
began in June.
On Wednesday 23 June Queensland Transport and Main Roads
Minister Mark Bailey said the first Queensland Rail EMUs to be fitted
with new ETCS technology had arrived at a specialised facility in
Redbank.
ETCS is a well-proven signalling system, already operating in cities
around the world, including in France, the UK, Saudi Arabia, India and
China. It will increase capacity and enhance safety on the south east
Queensland rail network, an essential requirement when Brisbane’s
Cross River Rail services commence in 2025.
The ETCS system relays continuous information between the train
and central Rail Management Centre via a radio system, trackside
technology and onboard equipment. This information reports the
position, direction and speed of each train and enables the system to
calculate safe, maximum running speeds.
Knowing the exact position of each train along the network means
they can be scheduled to travel closer to each other while maintaining
the highest standards of safety. It also makes it possible to automatically
update train schedules, which means more accurate real time
information for passengers.
This will involve ETCS equipment being fitted to trains and tracks,
and in Queensland Rail’s Rail Management Centre. New cabling,
technology cabinets, marker boards and radio masts and antennas will
also be installed to complement existing infrastructure. The majority
of work will be completed, and infrastructure installed within the rail
corridor and on Queensland Rail property to minimise impact on the
visual landscape, the community and the natural environment.
The train fit-outs at Redbank involve the installation of new
technology to the trains, including axle sensors that detect the train’s
speed and two new touchscreens added to the drivers’ cabin. There
are currently 12 workers fitting out the trains on site at Redbank. This
number will increase up to 30 by the end of the year when it will be
possible to work on four trains simultaneously. A total of 64 Queensland
Rail trains will be fitted with ETCS over the next two years.
Aurizon Goninan/GE unit 2843 leads QR’s Mt Isa to Townsville Inlander service 3231 around the Townsville Fork Line on Monday 5 July. In the wake
of the fatal collision at Westwood (see page opposite) the rail union placed a ban on operating long end leading. As the single-ended QR 2170
class units normally used must run this way when picking up and dropping off the cars, the ban prevents their use on the Inlander. Luke Horniblow
AUGUST 2021
News
ETCS will be rolled out in several stages starting with the suburban
Shorncliffe Line where work has already commenced and is expected to
be operational in 2022. This will allow testing of non-revenue services
to be carried out by the end of the year, away from the main line and
freight services.
Manufacturers shortlisted for
Queensland train building program
Three train manufacturers have been shortlisted to enter the next phase
of the Rollingstock Expansion Program (REP).
The REP will include a single Design, Build and Maintain contract
for a successful supplier to deliver the Rollingstock, Maintenance and
Manufacturing Package (RMM Package).
It is currently contemplated that the RMM Package will include the
following key components:
• Initial Fleet of 20-six car EMUs and options for a further 45, six-car
EMUs (together the Rollingstock Fleet)
• Manufacturing Facility; and
• Maintenance of the Rollingstock Fleet.
Train manufacturers Alstom, CAF and Downer Rail have been
shortlisted to manufacture the first 20 trains of the new fleet in a
purpose-built Maryborough manufacturing facility following an
extensive Expression of Interest (EOI) process run by the Queensland
Department of Transport and Main Roads (TMR).
The EOI Evaluation Panel was chaired by TMR and included members
from TMR, Queensland Rail, Queensland Treasury, the Department of
Regional Development and Manufacturing and Water in addition to an
independent panel member and a probity specialist.
On Wednesday 16 June Queensland Transport and Main Roads Minister
Mark Bailey said “We made a $600 million election commitment for 20
new six-car trains to be manufactured in Queensland, and we are now a
step closer to delivering. “Plus, there is a further option for an additional
45 additional trains to be built down the track.
“We’ve also got $1 million for a business case to build replacement
carriages for the iconic Westlander, Inlander and Spirit of the Outback
long-distance services right here in Queensland”.
17
News
Carmichael mine rail construction update
By early July earthworks had been virtually completed for the 189-kilometre
railway linking the Bravus Mining & Resources Carmichael mine, north
west of Clermont, with Aurizon Network’s Newlands/Goonyella line. The
junction for the two lines is 14 kilometres south of Havilah loop and around
one kilometre north of the Newlands mine spur junction, 54 kilometres
south of Collinsville. The new railway parallels Aurizon’s line to south of
Leichhardt Range loop. A Bravus spokesperson told Railway Digest that track
laying has started in several locations using various methods and equipment,
such as an SMD-80G track laying machine and a high production sleeper
laying machine. Track is being laid at a rate of about 2.5 kilometres a day
across two work fronts. Martinus Rail is the track laying contractor.
On 24 June Bravus announced that it had exposed its first coal seam
at the Carmichael mine. Bravus CEO David Boshoff said the company
was on track to produce its first coal exports late this year with a secured
market for 10 million tonnes a year.
Queensland
In other Central Queensland coal mining news Pembroke Resources
has received a $175 million loan from the Commonwealth Government’s
Northern Australia Infrastructure Fund to support the development
of the company’s Olive Downs mine in the Bowen Basin. The mine
site is located south of the rail junction of Coppabella and east of
the electrified “cross country” line that links the Aurizon Network’s
Goonyella and Blackwater rail systems. An 18- kilometre rail spur will
connect the mine to the line. Pembroke Resources says Olive Downs will
ramp up from an initial production of 4.5 million tonnes of steelmaking
coal per annum with peak production forecast to produce up to 15
million tonnes a year. The company says estimated mine life is 80 years.
The coal will be railed to the Dalrymple Bay Coal Terminal near Sarina
for export to key international markets like Japan, South Korea, Vietnam,
and India. Construction of the mine, including its rail access, is expected
to take around 18 months.

Track laying is now under way on the 189-kilometre railway being constructed by Bravus Mining & Resources to serve their Carmichael mine in
Central Queensland. In this Monday, 21 June view from the Collinsville - Elphinstone Road a section of new track can be seen in the background while
Aurizon Network’s Leichhardt Range crossing loop on the line linking the Newlands and Goonyella systems is in the foreground. At this location
an additional road overbridge is being constructed adjacent to the one over Aurizon’s tracks while another overbridge is being constructed north
of Clermont to take the Gregory Development Road over the railway. The Carmichael mine line leaves Aurizon’s Newlands line 14 kilometres south of
Havilah crossing loop and parallels the Aurizon line to south of Leichhardt Range crossing loop before heading south west to the mine. John Hoyle

Union concerns over Cross River Rail silica dust

Concerns over silica dust at Brisbane’s Cross River Rail Woolloongabba
station site led the CFMEU to stop work at the site in mid-June. The
union says dust was being emitted from the conveyor belt carrying
tunnel spoil to the surface before being loaded on to trucks because
the contractor, CPB, was not using water pumps to dampen the spoil
in an effort to lighten the load. CFMEU branch president Royce Kupsch
told the Brisbane Times the incident was an example of “dangerous
cost-cutting” from a contractor whose list of total regulatory
enforcement notices was approaching that of the trouble-plagued
Toowoomba Bypass, on which work was forced to stop.
South Brisbane Greens MP, Amy Macmahon, whose electorate
covers the site, said she had written to Transport Minister Mark Bailey
calling on him to halt work while an investigation into the presence of
silica dust was carried out. Mr Bailey said he had referred the issue to
the Cross River Rail Delivery Authority and an investigation had been
launched which resulted in additional dust mitigation measures being
implemented. The Cross River Rail Delivery Authority said a review by
Workplace Health & Safety Queensland had confirmed there was no
non-compliance relating to the issues raised. Union members said that
while measures such as covers and screens installed above ground may
help stop dust escaping from the site, the issue could return and might
still be impacting workers below ground.
During July the two tunnel boring machines, Else and Merle, that
have been operating north from Woolloongabba had passed under the
Brisbane River and were approaching Albert Street station in the CBD.
The tunnels south of Woolloongabba are being mined by roadheaders
which had passed under the Pacific Motorway by early July on their way
to the Boggo Road station site, under Park Road station.

18 RAILWAY DIGEST
Queensland News
Construction start closer for Burleigh Heads light rail, five additional trams ordered
The Queensland Government announced on 5 July that construction
of the Broadbeach South to Burleigh Heads light rail extension (stage
3) on the Gold Coast is closer to starting with an agreement to get
early works underway. The agreement will see GoldlinQ Pty Ltd, lead
contractor to the Government for the design, construction, operations
and maintenance of Gold Coast light rail and GoldlinQ’s design
and construction partner, John Holland Pty Ltd, undertake detailed
construction planning, identify and inspect underground services and
start establishing a site presence along the 6.7 kilometre corridor.
Premier Annastacia Palaszczuk said fast-tracking delivery of major
infrastructure projects was central to the government’s COVID-19
Economic Recovery Plan. Ms Palaszczuk said, “We’ll continue to invest
in transport on the Gold Coast to take more cars off the road and cater
for growth in the future.” The extension will feature eight stations and
provide a journey time from Broadbeach to Burleigh Heads of 17 minutes.
Costing just over $1 billion the project is being funded by the Queensland
Government ($538.3 million), Australian Government ($395.6 million) and
Gold Coast City Council ($91.5 million). At completion of Stage 3 the light
rail line from Helensvale to Burleigh Heads will be 27 kilometres in length
with 27 stations serviced by 23 trams. Currently the tram fleet comprises
18 Bombardier Flexity 2 cars cars, but in mid-July Alstom announced it
would be supplying five additional Flexity 2 trams for the Burleigh Heads
extension. It is expected these will be virtually identical to the existing
Flexity 2 cars delivered by Bombardier Transportation. Alstom completed
its acquisition of Bombardier’s surface transportation operations in
On Friday 11 June Aurizon YU55 Brisbane to Mackay intermodal freight passes Mount Larcom station, north west of Gladstone, behind
Goninan/GE unit 2810 and Clyde/EMD unit 2360. Anthony Evans
AUGUST 2021
January this year, leaving Bombardier as a business jet manufacturer.
Queensland Transport and Main Roads Minister Mark Bailey said
the project will create local jobs and opportunities over the next few
years for local contractors, workers and suppliers on the Gold Coast.
He said that since 2014 the Gold Coast light rail had provided 56
million passengers with an alternative way to move around the city and
encouraged a significant rise in people using public transport. Mr Bailey
said over the next six weeks John Holland’s team will be on the ground
engaging directly with the community and businesses to ensure they are
informed before and throughout Stage 3 construction. John Holland will
also host a Local Industry Forum in September, presenting to potential
local suppliers on upcoming work packages and answering questions.
Gold Coast Mayor Tom Tate said seamless public transport was
crucial to the Gold Coast’s future with the light rail corridor – from
Helensvale all the way to Coolangatta – is seen as the public transport
spine and from that rapid public transport connections will be provided
both east and west. Councillor Tate said studies were now underway
into these east-west connectors which may involve hydro buses, electric
buses and even automated transport modes including driverless
systems. He said that during September a new round of community
consultation will start to canvass views on a future 13-kilometre Stage
4 extension of light rail between Burleigh Heads and Coolangatta, via
the Gold Coast Airport. The NSW Government is funding a study to
investigate a suitable five-kilometre corridor for extending light rail
across the border from Coolangatta to Tweed Heads.
19
News
NGR Set 712 works D111 Caboolture Service past Lawnton on the middle road on Thursday 20 May. Jacob Howard
Increase in SPADS on Brisbane suburban network
Queensland Rail (QR) data has revealed a significant increase in Signal
Passed at Danger (SPAD) incidents on the south east Queensland
network during this year. During a Parliamentary estimates hearing last
December Queensland Rail Chief Executive, Nick Easy, said there was a
“slight increase” in SPADs over the past two months but in November,
the rate had dropped. However, media reports indicate that QR data
revealed SPADs did not drop in November, and in fact remained higher
for each of the seven months between September and March compared
with the previous year. Incidents were almost 50 per cent higher in
March this year compared with March 2020.
Opposition transport spokesman Steve Minnikin told the Brisbane
Times the whole system was “under pressure”. Mr Minnikin said the
big increase in red light running over the past eight months showed
the Government was losing control of rail safety. Transport Minister
Mark Bailey said SPADs were an industry-wide issue faced by rail
operators across the world. “Every SPAD incident is thoroughly
investigated by Queensland Rail to identify contributing factors and
areas for improvement,” he said. “Thankfully, none of the incidents
resulted in serious safety issues, but of course I want to see the numbers
come down.” Mr Bailey said Queensland Rail began an internal staff
awareness campaign in March this year to reinforce SPAD-prevention
techniques. He said the campaign supported other measures that QR
had already taken, including more driver and train controller training
and engagement as well as toolbox talks, human factors profiling and
using additional trackside visual aids.
Mr Bailey said the installation of European Train Control System
(ETCS) on the Brisbane suburban network would bring about a vast
improvement in rail safety. Hitachi Rail is currently installing a pilot ETCS
20
Queensland
installation on the Northgate - Shorncliffe line in preparation for its
installation on the Cross River Rail line linking Dutton Park to Normanby
and on other parts of the suburban network (see page 17, this issue).
The Brisbane area SPAD issues were highlighted by the release of
an Australian Transport Safety Bureau (ATSB) report on 15 April this
year relating to an incident on 10 January, 2018 just north of Bowen
Hills station where a collision was narrowly avoided after a driver
of an Airport-bound train misread a red light as a green light after
being distracted by a problem with his adjustable seat. The automatic
warning system sounded an alarm which the driver acknowledged but
the driver did not bring the train to a halt. An automatic alert to the
Control Centre prompted a controller to instruct the driver to perform
an emergency stop. The train came to a stop about 126 metres short of
where an inbound suburban passenger train was to cross over from the
Up suburban line to the Up Main line. The ATSB report indicated that
the driver probably turned off the alarm as an “automatic response”.
The report can be accessed at https://www.atsb.gov.au/publications/
investigation_reports/2018/rair/ro-2018-002/ Of interest, the signal
involved in the SPAD incident, ME 45 (located on the Down suburban
line near the Ferny Grove flyover), was also involved in an incident in
March 1996 when a suburban passenger train passed the signal at
stop and collided with a freight train, injuring a number of passengers.
The signal has been the subject of a signal sighting committee review
and the signal (and an adjacent signal on the Down Main line which
could be misread as applying to the Down Suburban line) had their
incandescent aspects replaced with the brighter LED equipment in 2014.
The current driver route map includes signal ME45 as a ‘Black Spot/Multi
SPAD signal’.
RAILWAY DIGEST
Queensland News

Above: Watco NRE/EMD locomotives WRA 002 and WRA 005, head loaded grain train 6839 from Thallon in South-West Queensland to the Port of
Brisbane. The train is seen here heading eastwards through Lanefield (Grandchester to Rosewood) at 12.20 pm on Saturday 10 July. Mike Martin
Below: Pacific National EDI/EMD unit PN007 passes through the Mackay suburb of Paget with 8CP1 Brisbane to Cairns intermodal freight
as OneRail Australia EDI/EMD unit GWN003 is being provisioned. OneRail began operating in the Goonyella coal system in 2020 running to
Hail Creek Coal mine. As OneRail has no provisioning or depot facilities on the Goonyella network, it has leased sidings in Paget adjacent to
Mackay yard. AHCN coal wagons are now also making an appearance in Mackay, undergoing maintenance. It is unknown whether OneRail will
eventually build a locomotive and wagon facility on the Goonyella system. As reported on page 5, One Rail is for sale. Leon Harris

AUGUST 2021 21
News
10-year plan to remove priority level
crossings across SA
A program to identify and decide on an order for the removal of South
Australian level crossings will be developed to ensure resources and
funding are allocated to the highest priority projects. The Ten Year Level
Crossing Removal Program will prioritise locations based on potential
benefits, strategic importance within the network and affordability.
Following extensive public consultation and after taking on board
feedback received from the community, the South Australian Government
has made the decision not to proceed with the removal of the Hove Level
Crossing (see March 2021 RD, page 20). Detailed analysis of both rail-over
and rail-under Brighton Road found the least costly of the options would
still be around $120 million more than the available budget.
On Tuesday 22 June SA Minister for Infrastructure and Transport,
Corey Wingard, said the Ten Year Level Crossing Removal Program was
necessary, especially now level crossing removals have been elevated to
the Infrastructure Australia Priority List.
“The past six months of intensive work confirmed the rail-over option
(for the Hove Level Crossing) would cost at least $290 million and
rail-under, which was the preferred option for many in the community,
would cost close to half a billion dollars,” Minister Wingard said. “Under
either scenario, the current budget allocation of $171 million falls far
too short so it’s only prudent that we go back to the drawing board and
look in-depth at how we can remove level crossings across the state in a
methodical and prioritised way”.
“We got it right with Oaklands (see June 2020 RD, page 49) in my
community and Ovingham in the city’s inner north (see June 2021 RD,
page 22) and we can get it right across the rest of South Australia if we
prioritise the projects appropriately”.
The detailed planning will include developing options, community
engagement, survey geo-technical investigations, constructability
assessments, design development, cost estimates and business cases.
The $171 million earmarked for the Hove Level Crossing Removal Project
On Wednesday 28 April, One Rail 3AD1 Adelaide-Darwin intermodal freight approaches the Stuart Highway overpass near Glendambo behind
GWA010 and ALF18. Though it may look like a block ore train due to the large number of empty ore wagons, to be dropped off at Wirrida en-
route, there is in fact a considerable load of container wagons at the rear of the train, out of view to the right. Bob Grant
22
South Australia
will now be made available to other priority infrastructure projects with
Minister Wingard asking the South Australian Department of Infrastructure
and Transport to fully investigate congestion busting solutions along the
Brighton Road Corridor to identify broader options to reduce travel times
and improve safety along Brighton Road and the surrounding areas.
Adelaide stations in line for upgrades
Railway stations across metropolitan Adelaide will receive much-needed
makeovers as part of a $111 million commitment (over 10 years) from
the South Australian Government in the 2021-22 State Budget ($66.4
million over the forward estimates).
Fifteen stations along the Gawler Line, as well as other stations across
the network, will be upgraded providing a more enjoyable and safer
journey for Adelaide rail commuters and supporting 110 full-time jobs at
the peak of construction.
South Australian Premier Steven Marshall said the funding will help
to encourage more people to leave their cars at home and catch public
transport
The upgrade works will include new shelters, seating and bins,
lighting upgrades, painting and landscaping. The investment in the
station refresh program will complement an extensive cleaning blitz of
Adelaide Metro trains undertaken by operator Keolis Downer.
Stations to be upgraded between 2021 and 2025 include:
• 14 stations along the Gawler Line ($20 million allocated 50:50
with the Commonwealth Government),
• Ovingham station - also on the Gawler Line but funded separately
($10 million),
• Woodlands Park station – located 9.1 kilometres from Adelaide at
the Junction of the Seaford and Flinders line ($1.5 million),
• Ethelton station – 13.1 kilometres from Adelaide on the Outer
Harbor line ($5 million),
• Adelaide station ($6.4 million); and
• Goodwood station – 5 kilometres from Adelaide on the Belair/
Seaford/Flinders line ($5 million).
RAILWAY DIGEST
South Australia News

Above: Despite it being the depths of winter, a small blaze of autumn tones graces the railway precinct at Unley Park station on Wednesday 7
July. After 30 minutes in dynamic braking mode on the descent from Mount Lofty, heat haze rises from NRs 63 and 113 and banker G526 on
Pacific National’s 3MP5 service as the Adelaide Hills loom in the background. Malcolm Holdsworth
Below: SCT 008 and CSR 006 are in full flight as they pass through Pimba yard with a lengthy 2PM9 making time on a crisp Thursday morning,
24 June. Like most SCT trains, this one is near maximum length. Noel Potter

AUGUST 2021 23
News South Australia

Above: Making the most of a clear path, this 1800-metre Pacific National train (2PS7), comprising all single-deck 5-pack wagons, can operate at over
110km/h. It is seen approaching Mambray Creek, with its coastal views, on Wednesday, 31 March. The bright light to top right of frame is the solar
thermal tower on the Coles tomato farm. John Kirk
Below: One Rail Clyde/EMD unit 2260 and MKA/EMD unit 1303 lead an empty ore train through Whyalla Barson (a suburb of Whyalla) heading
out for another load of ore on Friday 23 April. Scott Mitchell

24 RAILWAY DIGEST
Victoria News

Above: As the shadows lengthen in the late afternoon of Tuesday 29 June, Clyde/EMD unit N469 approaches its destination of Warnambool
with a Down passenger service from Melbourne. Bob Grant
Below: On Monday 28 June, empty SSR grain train 2MC3 passes through Beveridge on its way from Docklands, Melbourne to Yarrawonga, on
the Oaklands line, behind 4911, S311, GM22 and CLP12. The Melbourne CBD skyline can be seen in the distance. James Chuang

AUGUST 2021 25
News
Around Melbourne
Disability advocates take legal action
over ‘glacial’ pace of tram upgrades
Commuters who use wheelchairs are taking legal action against the
Victorian government and Melbourne tram operator Yarra Trams over
their failure to keep pace with federal standards for accessible public
transport.
Five people with a range of disabilities have taken their case to the
Victorian Civil and Administrative Tribunal (VCAT), in what could be the
first of several discrimination cases levelled against the government and
Yarra Trams over delays in upgrading Melbourne’s tram network.
More than 1700 Melbourne tram stops must be wheelchair-accessible
by December 2022 and the entire tram fleet must have low floors by the
end of 2032, under the federal Disability Standards for Accessible Public
Transport 2002.
According to the Victorian Auditor-General’s report Accessibility of
Tram Services – October 2020, 73 per cent of tram stops currently have
non-level access and 62 per cent of trams are high floor making them
inaccessible to people using wheelchairs, mobility aids and prams. When
these figures are combined the Auditor-General’s data analysis shows
that only 15 per cent of all tram services in 2018–19 were accessible in a
meaningful sense for passengers with mobility restrictions. If upgrades
continue at the current rate, Melbourne’s existing 1,763 tram stops will
not be fully accessible until 2066 and trams by 2045.
While the first major deadline to upgrade tram stops is 2022, the
Victorian Auditor-General warned the government had already breached
federal standards relating to tram infrastructure such as ramps, guard
rails and lifts.
The government lacks a clear plan to upgrade the network, despite
facing the prospect of legal rulings against it that could put the state at
financial risk, the watchdog warned.
The first legal case was lodged at VCAT in late June, with lawyers from
On Monday 14 June, an overhead inspection train, crewed by SSR and consisting of Clyde/EMD unit P18 long end leading, IEV102 overhead
infrastructure inspection vehicle and P17, is passing Jolimont station, having almost completed an inspection of the Mernda line. James Chuang
26
Victoria
the Disability Discrimination Legal Service arguing their clients are being
discriminated against under Victoria’s Equal Opportunity Act 2010.
VCAT can make site-specific legal orders that could involve rebuilding
a tram stop to meet federal disability accessibility standards.
While traders and local councils have slowed the progress of upgrades,
the department blames a lack of funding as the biggest obstacle to
delivering more stop upgrades, the watchdog’s audit shows.
The 2017-18 and 2018-19 budget cycles included funding for just one
stop upgrade each. The cost of upgrading all Melbourne’s remaining
tram stops is $2 billion, according to the Victorian Department of
Transport’s calculations. Based on this, the cost of delivering accessibility
(via the practical enabler of a level-access stop) for a person living with
disability within 500 metres of a tram stop is $1,066 a head per year
for 30 years. (30 years is the conservative estimated useful life of an
upgraded level-access tram stop.)
Kerri Cassidy, executive officer of disability advocacy group Disability
Resource Centre said: “The government’s progress over the last 20
years has been glacial, leaving people with disabilities deeply frustrated
and battling with systemic discrimination. Our community desperately
needs to see a commitment to real change and urgent but achievable
deadlines for implementing them”.
A government spokeswoman said $25.4 million was set aside in
this year’s budget for accessibility upgrades across the public transport
network, which would support the design of seven tram stop pairs
linked to the Metro Tunnel project and a new public transport
accessibility strategy.
Since 2015 the government has invested in 50 low-floor, accessible
E-Class trams, which would take the fleet to 100 once fully delivered.
According to the Australian Bureau of Statistics, 17 per cent of the
population live with a disability.
The Victorian Auditor-General’s report Accessibility of Tram Services –
October 2020 report is available at: www.audit.vic.gov.au/sites/default/
files/2020-10/20201015-Accessibility-Trams-report.pdf.
RAILWAY DIGEST
Victoria
An X’trapolis set with 124M
trailing runs through the
rural scenery between
Eltham and Diamond Creek,
on Thursday 10 September
2020, with a Down service to
Hurstbridge. Martin Bennet
Upgrades for Melbourne tram
network
The Victorian tram network has received upgrades to the busiest tram
corridor in the world. At the same time, a trial has commenced to expand
the successful Ridespace initiative online tool that allows commuters to
see real-time passenger volumes on trains, to the tram network.
During June and July, the Federation Square/Flinders Street station
stop on St Kilda Road underwent upgrades including a larger platform,
improved disability access and new shelters – to reduce overcrowding and
improve passenger flow between Flinders Street station and the stop.
Work crews also replaced nearly 600 metres of track on Swanston
Street and St Kilda Road as part of the upgrade, providing a safety boost
for passengers, quieter infrastructure and a reduced risk of derailments.
The St Kilda Road upgrade is part of the Victorian Government’s
maintenance and renewal program, which delivered $640 million of
works across the public transport network this financial year.
The St Kilda Road business precinct and Shrine of Remembrance will
be accessed by the new Metro Tunnel Project’s Anzac Station when it
opens in 2025. The new station is strategically located to ease pressure
on the St Kilda Road/Swanston Street tram corridor and will include an
interchange with a tram super stop on St Kilda Road.
During the upgrade works, St Kilda Road was closed to vehicles and
trams between Flinders Street and Southbank Boulevard from Sunday,
27 June until Monday, 12 July and Southbank Boulevard was closed
between St Kilda Road and Sturt Street. Detours were in place for road
traffic while tram routes 1, 3, 3a, 5, 6, 16, 64, 67 and 72 were impacted.
“This stretch from Southbank Boulevard through to Melbourne
University is the busiest tram corridor in the world”, said Victorian
Minister for Roads and Road Safety Ben Carrol on Friday 25 June. “These
improvements will create a better travel experience for both commuters
and people visiting some of Melbourne’s most popular attractions like
Federation Square and the arts precinct”.
As more passengers return to the network, the real-time arrival and
passenger capacity indicator RideSpace, that was introduced in February
2021 to allow commuters to see how crowded selected stations and trains
are ahead of them taking their journey, has been expanded with trials
underway on tram route 59 which travels between Essendon and the city.
Over the coming months, this tram trial will assess passenger counting
technology and data accuracy before being rolled out to passengers.
AUGUST 2021
News
Endangered butterfly sighting
changes Hurstbridge line plans
A new section of duplicated track promised by the Victorian government
in Melbourne’s north-east will no longer be built in order to save an
endangered butterfly species. The $530 million track duplication project
of a section of the suburban Hurstbridge line was promised before the
2018 state election.
The project involved duplicating about three kilometres of a
single-line section between Greensborough and east of Montmorency
station (located 21.5 and 23.5 kilometres respectively north-east of
Flinders Street station), and a separate 1.5 kilometre section between
Diamond Creek and Wattle Glen (31.4 and 33.8 kilometres from
Flinders Street).
Work started on the project in late 2020 but was paused after a local
resident spotted the endangered Eltham copper butterfly in remnant
bushland near Montmorency station in January. This prompted the
Level Crossing Removal Authority to alert the federal Department of
Agriculture, Water and the Environment about the discovery.
The state government looked set to face a lengthy environmental
approvals process to proceed with the works. Instead, the government
has withdrawn a section of its planned duplication that would have cut
through the butterfly habitat. Under the revised plan, 950 metres of
the Hurstbridge line will no longer be duplicated east of Montmorency
station — where the butterfly habitat is located.
Victorian Transport Infrastructure Minister Jacinta Allan said the
government had to act quickly to ensure it was following federal
environmental legislation.
The Eltham copper butterfly, which is nationally listed as endangered,
is found only at several sites around Eltham and in isolated spots in
Castlemaine, Bendigo and Kiata, near Nhill. It was considered extinct
from the 1950s, until it was rediscovered in Eltham in 1986.
Public Transport Users Association spokesman Daniel Bowen said the
government had to ensure no services would be sacrificed. “It certainly
does compromise the duplication and they do need to make sure the
rest of the project is optimised to reduce train delays,” he said.
The federal Environment Department said substantial civil or criminal
penalties would apply to any person who carried out work that posed
significant impact to a nationally endangered species without the proper
approvals in place.
27
News Western Australia
Bellevue METRONET Railcar Facility The $1.25 billion railcar contract, awarded to Alstom, is the biggest
order of railcars in WA history and came in $347 million under budget.

opened
Western Australian Premier Mark McGowan and Transport Minister Rita
Saffioti officially opened the Bellevue METRONET Railcar Facility on
Wednesday 9 June.
A total of 246 new C-series EMU railcars (102 for METRONET projects
and 144 to replace aging A-series EMU railcars) and six new Australind
diesel railcars will be built, tested and maintained at the new Bellevue
facility, which has been built over the last 17 months (see May 2020 RD,
page 26) using 8,500 tonnes of locally fabricated steel.
The facilities include a 180 metre-long building with a railcar assembly
area, offices, workshops and storage areas, two overhead cranes able to
lift 25 tonnes each, and a heavy maintenance track with a crane capable of
lifting 10 tonnes. The project returns rail manufacturing to the Midland area
for the first time since 1994 when the old Midland Railway Workshops were
closed. At least 50 per cent of the contract value will be delivered locally.
With the facility handed over to operator Alstom, the first of WA’s nine
current METRONET projects is now complete.
A number of local suppliers have been awarded contracts on the
railcar project:
• Australian company McConnell, which will establish a dedicated
facility in WA to manufacture railcar passenger seats;
• Aerison, a WA company with fabrication facility in Forrestfield, to
provide cab structures, battery boxes and fuel tanks;
• Knorr-Bremse, will supply air-conditioning and air supply equipment
and brake components from its WA premises;
• Pyrotek, will be supplying insulation and floor panels;
• Austbreck, will be supplying pantographs from its Kewdale facility;
• Hofmann Engineering will be delivering bogie frames from their
existing WA premises;
• Vector Lifting, based in Cockburn, delivering bogie turntables and
lifting jacks;
• Kulbardi, a WA indigenous company which supplied furniture for
the facility;
• Parker Hannifin, which will supply piping from their Welshpool facility;
• Camco, based in Canning Vale, which provides jigs and fixtures for
Bellevue;
• Unique Metal, a Wangara sheet metal fabricator which will provide
metallic components;
• Dellner, will procure components from WA suppliers and assemble
the couplers in Australia;
• Chess Engineering, from Welshpool, which is assembling the fitting
stations at the facility.
Work on the new trains will commence later this year, with the first
anticipated to be on the tracks in late 2022.
Solar panels for Perth railway
stations and bus stops
The Western Australian government is rolling out solar panels at more
than 50 railway stations and bus stops across Perth. Over 1,000kW of
solar panels are being installed that once operational are expected to
produce enough energy to power 360 homes.
By mid-June solar panels had been installed at East Perth (80x
450W panels), Rockingham (74x 450W panels) and Currambine (88x
450W panels) stations, with work scheduled to begin at Murdoch and
Bull Creek stations. Solar panels were also installed on High Wycombe
station in 2020 as part of METRONET’s Forrestfield Airport Link.
A feasibility study to confirm the list of 50 railway stations is currently
underway, with the full rollout anticipated to be completed by mid-2022.
At the same time eight bus stops have had solar panels installed –
Booragoon, Kwinana, Morley, Victoria Park, James Street, Mirrabooka,
Henley Brook and Optus Stadium. The power generated at these facilities
will power lighting, ticket machines, signage and driver facilities.
The electricity generated by the railway station installations will be used
for similar purposes but will also be used to power lifts and escalators.
More than $1.8 million has been allocated to the program through
the WA Recovery Plan, which aims to support the economy and local
jobs through COVID-19.
The first tranche of stations to receive solar panels through the WA
Recovery Plan are:
Joondalup line (distance from Perth station)
Leederville - 3.2 km
Edgewater - 23 km
Currambine - 29.2 km
Clarkson - 33.2 km
Butler - 40.7 km
Mandurah line (distance from Perth station)
Bull Creek - 11.7 km
Murdoch - 13.8 km
Rockingham - 43.2 km
Midland line (distance from Perth station)
East Perth - 1.9 km
Thornlie Line (distance from Perth station)
Thornlie - 17 km

Left: Clyde/EMD units G511 and

GL104 at Leonora silos on Monday 12
July, loading nickel for Watco service
2472 to Hampton smelter, south of
Kalgoorlie. Watco, in partnership
with Qube, took over this traffic from
Aurizon in April 2021 (see next page).
Nick Clarke
Above right (page 29): On Saturday
1 May, a two-car Prospector set rolls
across the Swan River at Guildford,
nearing the end of its journey from
Kalgoorlie to East Perth Terminal.
Larry Zanker

28 RAILWAY DIGEST
Western Australia
Preparation begins for Perth’s
biggest public transport shutdown
Work has begun on preparations for the temporary partial closure of
the Mandurah Line for up to 25 days in late December, due to major
construction on the METRONET Thornlie-Cockburn Link.
This will be the biggest ever shutdown of Perth’s public transport
network with the Mandurah line, which services up to 60,000 journeys
a day, to close completely between Aubin Grove station (located 24.3
kilometres from Perth station) and Elizabeth Quay station at the southern
end of the Perth CBD. In addition, services will run at a reduced capacity
between Aubin Grove and Mandurah (70.1 kilometres from Perth).
From Monday 7 June, the Public Transport Authority of WA began
surveying commuters at stations along the Mandurah line, including at
Perth Underground, to help understand potential impacts of the closure,
how to best target the bus replacement capacity and how to best
communicate shutdown travel options with passengers.
Other travel options will be considered, including encouraging
commuters to travel along the Armadale Line and fast replacement
bus services. This will be undertaken alongside engagement with key
stakeholders.
Work is also being undertaken by the Public Transport Authority to
arrange replacement bus services for affected commuters and specific
services for key workers, including at Fiona Stanley Hospital, a state
government hospital and teaching facility in Murdoch.
More information about replacement services and the timing will be
made available closer to the shutdown.
Major works will be undertaken on the Thornlie-Cockburn Link, from
where the Thornlie Line enters the Kwinana Freeway through the Glen
Iris tunnel down to Cockburn Central station.
A number of options to deliver the required work were assessed and
this was considered to be the safest and least disruptive. To limit the
disruption time, significant supporting works will be delivered outside
rail operating hours.
The Thornlie-Cockburn Link will be Perth’s first east-west cross line
connection, linking the Mandurah and Armadale lines and making travel
through the southern suburbs quicker and more flexible.
AUGUST 2021
News
Arc Infrastructure supports WA
Goldfields rail development
Arc Infrastructure has completed more than $3 million of works to
support Watco and Qube with their new Goldfields rail operations.
Watco and Qube were recently awarded the freight logistics contract
for the BHP Nickel West transport task, which will see various products
being transported between multiple Goldfields locations, and the ports
of Kwinana and Fremantle via the Arc-managed WA freight rail network.
To facilitate the transportation of this task via rail, Arc, in conjunction
with Qube and Watco, completed the preliminary stage works on a new
rail and intermodal terminal at the Hampton ballast siding (located 19
kilometres south of Kalgoorlie) on the Esperance line ahead of operations
commencing last March to serve the nearby Hampton Nickel smelter.
Arc Infrastructure’s General Manager Commercial and Development,
Nathan Speed, said the business welcomed the opportunity to work
with Qube and Watco to ensure rail remained a key part of BHP Nickel
West’s supply chain. “There was a very real risk a large part of this task
could have moved to road but thanks to the hard work of our people,
and Watco and Qube, we were able to demonstrate the continued
competitiveness and flexibility of the rail supply chain, compared to
road,” Mr Speed said.
The works to date have included the development of two new rail
sidings, container storage and transfer facilities and rail provisioning
services, which will sit alongside Arc’s existing ballast storage and works
delivery operations.
Whilst the preliminary stage works are now complete, a program of
ongoing works is planned to future-proof the Hampton site for expected
growth in the Goldfields region.
The project will also turn its focus to Leonora (terminus of the Kalgoorlie
to Leongatha line – 259 kilometres north of Kalgoorlie), where similar
new rail infrastructure will be required to facilitate increasing rail freight
from the north of the region. This will see further investment in the
network by year’s end.
The Hampton Intermodal Terminal was officially opened on Monday
21 June at an event attended by WA Member for the Agricultural Region
Darren West MLC and Mayor of the City of Kalgoorlie-Boulder John Bowler.
29
Melbourne Suburban
Railway Report
David Campbell

30 RAILWAY DIGEST
T
his article is intended to give readers an introduction to
Melbourne’s suburban railway network, showing the routes and
train types in use as at the date of publication, and provide a
reference for railway enthusiasts. Technical details and specific
dates are outside the scope of this article; rather I am aiming to provide
a starting point for visitors and perhaps a reference for future historians.
HISTORICAL CONTEXT
Melbourne’s suburban railway system commenced operating in
September 1854, with the opening of the railway from what is now
Flinders Street station to Sandridge (later Port Melbourne), importantly
being the first steam powered railway in Australia. A second suburban
railway opened to St Kilda in 1857.
Many of the early suburban lines were privately built and operated,
however various financial failings and/or inadequate construction or
operating standards of these railways saw them progressively absorbed
into the Victorian Government Railways by the 1880’s.
By the start of the 20th Century, Melbourne had the most extensive
suburban railway network in Australia, and electrification from 1919
(Australia’s first suburban network so upgraded) was based around the
best available technology, using the then state-of-the-art 1500v DC
for overhead power supplied over tracks that had just been expanded
with major grade separations, duplication or even quadruplication of
tracks, and introducing new signalling systems. The system at that time
incorporated the Victorian Railway’s own power station, built on the
banks of the Yarra River in Spotswood.
Having achieved such technological superiority, Melbourne and the
State then seemed to relax, with suburban rail investment being ignored
by successive governments over several decades. The opening of the
Glen Waverley line in 1930 was the last new railway built for suburban
trains until the Underground Rail Loop opened in 1981; even then, the
majority of trains on the network were either the wooden “Tait” trains
dating back to 1910 (originally hauled by steam locos), or the “Harris”
trains (built from 1956 of mild steel and insulated with asbestos, a nasty
Left (page 30): On Friday 11 June, a Comeng set led by 342M is seen at Richmond Junction running the 15:56 Down service to Cranbourne.
342M is a former M>Train set – identified by the presence of the large destination indicator. Martin Bennet
Above: Near the Altona Loop junction on Saturday 15 May, a former Connex Comeng set passes the restored Tait set, doing mainline testing
between Newport, Laverton and Werribee, under its own power for the first time since early 2004. James Chuang
AUGUST 2021
combination which saw them withdrawn as soon as could be arranged).
Newer trains were introduced from 1972 (Hitachi), then the Comeng
trains from 1982. The last few of the ancient swing-door trains were
finally withdrawn with the arrival of the initial batch of Hitachi trains,
while the Tait trains were withdrawn as more Hitachi trains came into
use, until the introduction of the Comeng trains finally saw the end of
the wooden-bodied trains (by then having provided 70 or more years of
service), while the Harris trains continued into the mid-1980’s with the
completion of the Comeng order.
In respect of preservation, a five-carriage Tait set is being
re-commissioned for main line heritage trips, while almost all swing-door
sets have disappeared. Only three Harris carriages are known to survive,
excluding the carriages heavily upgraded as “H” sets for short distance
loco-hauled regional services.
The Hitachi trains were mostly massacred by the arrival of the
Siemens and first delivery X’trapolis trains, most disappearing as soon as
replacement trains were delivered (on a one-for-one basis); a few trains
managed to survive for a few more years, their survival being due to the
massive increase in patronage at that time. By 2014 the last sets were
withdrawn, their continuing operation having caused some headaches,
as their mild steel frames were showing severe corrosion by then. None
remain in serviceable condition, nor are any preserved serviceable.
One four-car double-deck train was introduced into service in 1992.
Based on Sydney’s Tangara trains, the train was designed to allow it
to operate seamlessly with the existing Comeng trains, and for some
time would run coupled to a 3-carriage Comeng set. The quiet and
comfortable train was popular with crews and customers alike, and it
was used for around 10 years before the decision was made to retire
it, apparently mostly because only the one train was delivered and the
non-standard train became more trouble than it was worth. The train
was finally stripped of parts and scrapped in 2006. No other attempts to
introduce double-decked trains have been made, although this train did
at least demonstrate that it is feasible to operate double-deck trains on
the Lilydale, Belgrave, Pakenham and Werribee lines.
31
 The Victorian State Government continued to own and operate the
system as it grew until changes in political ideology saw the system
divided into two portions (“business units”) in 1997, before private
operators gained control of the networks in 1999 under franchising
arrangements. The network at this time should be thought of as
composed of four Groups, and we will continue to look at the network
today through the perspective of being those same four Groups, which
will be described later.
The private operations commenced on 29 August 1999, with
M>train (part of the U.K.’s National Express) taking over the North
Melbourne and the South Yarra Groups, while Connex Trains (part
of the French Veolia business) took over the Clifton Hill and Burnley
Groups. The reasoning of providing two separate Networks was to
provide “competition”, however observers remarked that in reality
customers had no choice as to which Company’s trains to travel on, as
each “network” only serviced their own Groups.
M>train suddenly withdrew from its Victorian obligations in
December 2002, forcing the State government to take control of the
South Yarra and North Melbourne Groups again until those operations
were transferred to Connex from April 2004. Connex then operated
the entire Network until their franchise ended in November 2009, after
which all operations were undertaken by Metro Trains Melbourne,
a joint venture between the Chinese-owned MTR Corporation, John
Holland Group, and UGL Rail (the same Partnership which incidentally
operates Sydney’s Metro network).

NETWORK DESCRIPTIONS
The central point of suburban services is the famous Flinders Street
station. This iconic landmark might be thought of as the hub of the
network, from which lines radiate out similarly to the spokes of a wheel.
In describing the Network, it remains convenient to refer to trains
running to/from here.
Complicating things somewhat is the City Underground Loop. More
precisely described as four individual balloon loops, each with a portal
into either Flinders Street or nearby Southern Cross station. The balloon
loop configuration is completed with the six tracks between Flinders
Street and Southern Cross, known as the Flinders Street Viaduct.
Regional (V/Line) trains operate from Southern Cross, minimising
mutual disruption between suburban and regional services, although
many trains pass through both stations.

North Melbourne Group

This Group is easily described as referring to those lines running through
North Melbourne. Trains run to Upfield, Craigieburn, Flemington
Racecourse, Sunbury, Werribee, and Williamstown, and inbound trains
can run from North Melbourne through the Northern Underground
Loop to Flinders Street (turning around in the process to face the
opposite direction), or via Southern Cross and the Northern Loop
Viaduct line or the Through Suburban Viaduct line to Flinders Street.
Six tracks exist between Flinders Street and North Melbourne, with
separate V/line tracks on either side from Southern Cross to just prior
to North Melbourne. The six suburban tracks continue to Moonee
Ponds Creek, from where two swing around at ground level towards
Kensington, with the remaining four continuing through South
Kensington to Footscray. Another two tracks junction just past North
Melbourne station, crossing above the Footscray lines and swinging
around to connect with the Craigieburn line at Kensington, while the
Upfield line branches off immediately after North Melbourne station,
then crosses over the remaining tracks at ground level. Stabling yards
are provided at North Melbourne between the other suburban lines, as
well as at Melbourne Yard, on the site of the old goods arrivals tracks,
tucked between some of the regional tracks.
The Upfield line junctions from North Melbourne, and runs through
the Royal Park gardens past the Melbourne Zoo, then parallels Sydney
Road to its destination. A stabling yard and light repair facility is
provided just past North Melbourne Junction (referred to as Macaulay
Stabling Sidings), and more stabling sidings are provided at Upfield,
around 19km from Melbourne. This railway had been under threat for
several years by the 1990’s, with operating costs unusually high due to
the manual signalling (Double Line Block to Fawkner, then Train Staff
and Ticket beyond), and numerous level crossings protected by hand
operated gates then in use. A review in the mid-1990’s determined
that the line would be retained and upgraded, and the introduction of
power signals and boom barriers at all level crossings allowed a massive
reduction in operating costs, while duplication from Fawkner to Gowrie
allowed for more services and better frequencies. Improved frequency
of trains and the introduction after the upgrade works of evening and
Sunday trains drove a huge leap in passenger loadings, and where once
a 3-car train was plenty, now all trains run as 6-car sets. The section
from Gowrie to Upfield remains as single track. Usually only suburban
passenger trains use this line. The railway once extended to Somerton,
linking (indirectly) with the Craigieburn line; this section served several
industrial sidings but has been out of use for over 20 years. Trains usually
operate all the way to Upfield, but may terminate at Coburg.
The Craigieburn line also junctions at North Melbourne, and is
double track throughout. A stabling yard is provided at Broadmeadows,

32 RAILWAY DIGEST
and another stabling yard with a major maintenance facility is provided
at Craigieburn (26km). A siding at Kensington serves a flour mill,
which sees several grain trains weekly operated by Southern Shorthaul
Railroad, and is one of the few inner suburban factory sidings still
using rail. The first electric passenger trains in Australia ran along this
line to Essendon from 1919. Suburban trains usually run all the way to
Craigieburn, with some peak-hour trains terminating at Broadmeadows,
while Essendon retains the capacity to terminate trains if required. The
line is also used by V/Line services to Seymour and Shepparton, and
by freight trains running to Kilmore East (the Hanson Quarry “APEX”
Siding), as well as the Tocumwal line; most freight trains diverge at
Broadmeadows onto a freight-only line to Albion, avoiding interactions
with suburban services, although if you’re lucky you might see a freight
train running along the passenger lines down Oliver’s Hill (between
Pascoe Vale and Glenroy). The standard gauge line to Seymour/Albury/
Sydney parallels this line north of Broadmeadows, but is completely
isolated from the suburban lines.
AUGUST 2021
The current official map of the Victorian train network, showing all
metropolitan and regional railway stations within the state.
Courtesy Public Transport Victoria
The short (2km long) Flemington Racecourse line diverges from the
Craigieburn line at Newmarket (4km). This line was once busy with
livestock trains delivering for the saleyards and abattoirs back in the
“meat and two vegies” days; those factories with their certain smells are
long gone and the area beautified. Trains run out regularly for stabling
between the morning and afternoon peaks, while special events such as
Melbourne’s Spring Racing Carnival allow passengers to ride this line.
The Showgrounds platform also sees trains for special events, including
senior school exams, music concerts, and of course the Show, an event
extending for close to two weeks every September. This double line
track always seems somewhat relaxed, and well worth a ride if you can
arrange one. Trains may operate to the Showgrounds only, or continue
all the way to Flemington Racecourse.
33
A service to Watergardens, led by Siemens unit 752M, heads west out of Sunshine station on Saturday 8 May. Peter Reading
The Sunbury line follows the route of the original Main Line
(Melbourne – Bendigo). Usually the junction is at North Melbourne
Junction, with the four tracks to Footscray seeing Sunbury line trains
running parallel to the Werribee/Williamstown line, although the
crossovers at South Kensington allow for some flexibility. South
Kensington only has platforms on what are usually the Newport lines,
so Sunbury trains almost never stop there, providing a little express
running. V/line services use the Regional Rail Link tracks, running
alongside to Sunshine, although suburban trains cannot use those
unwired tracks.
The line beyond Footscray is duplicated in its entirety. Stabling
yards are provided at Sydenham (latterly re-named Watergardens
for a nearby shopping centre), Calder Park, and Sunbury. This line
is expected to become part of the new Metro Tunnel (more below),
which will see significant changes to its operation. Regional passenger
and freight trains share the tracks beyond Sunshine, while connections
at the Up end allow them to use the RRL tracks, or freight trains may
use the Independent Goods Lines to run via Tottenham yard, largely
by-passing the intensely used suburban tracks. Sunshine can be quite a
busy place, with freight trains using the unwired track through Brooklyn
towards Newport, and Ballarat/Geelong trains diverging at the Down
end. Standard gauge trains along the Seymour/Albury/Sydney line are
completely separated from the suburban lines. Sunbury is 39km from
Melbourne. Suburban trains may terminate at Sunshine or Sydenham as
well as at Sunbury.
The Werribee/Williamstown line parallels the Sunbury line to
Footscray, then veers south toward Newport. Newport is another busy
junction which mostly sees trains heading towards either the Werribee
or Williamstown lines, while freight trains from Brooklyn can access the
suburban tracks here to continue through Werribee toward Geelong
or beyond. The ancient Newport Workshops is located in the space
between the Werribee and the Williamstown lines, and sees several
34
Operators place their vehicles for repairs or other works to this day;
this is also the base for main line Heritage operations by Steamrail, 707
Operations, and by DERMPAV. This is the only stabling yard provided
for suburban trains along this corridor. The standard gauge line to
Adelaide/Perth/Darwin runs beside the broad gauge tracks, but is
completely separated from them.
The Werribee line heads south-west beyond Newport, and while
the main lines are duplicated, the “branch line” through Altona to
Laverton is single track, with a crossing loop provided at Westona.
Trains may either run directly from Newport to Laverton, or via the
Altona track before re-joining the main lines at Laverton. The Mobil oil
refinery at Altona Junction has retained its siding, but since the loss of
oil traffic from rail this siding has only been used as required for track
maintenance purposes. The main line continues beyond Werribee to
Manor Junction, converging with the Regional Rail Link tracks; usually
only a couple of broad gauge freight trains use this line daily. Werribee is
32km from Melbourne, another couple of kilometres longer via Altona.
Suburban trains may terminate at Newport, Laverton or Werribee.
The Williamstown line was part of the first Victorian Government
Railway, opening in 1859. This line is now double track until just before
the terminus, terminating in a single platform. Once this railway was
busy with international shipping traffic, which was effectively lost
once ships started specialising in bulk or containerised products; little
remains of the once substantial goods sheds and areas which dealt
with this traffic. The line once extended to Williamstown Pier, but that
short section closed in 1987. The Williamstown line passes the Newport
Workshops, allowing enthusiasts some glimpses of various rolling stock
activities, and much of the short journey is surprisingly interesting.
Through services operate during the day until after the evening peak,
when services are run as 3-car shuttles to Newport. Williamstown
is 14km from Melbourne. No intermediate terminating facilities are
provided.
RAILWAY DIGEST
South Yarra Group
This Group comprises the lines running to Sandringham, Frankston
and Dandenong. Up to 12 tracks are provided from Flinders Street
to Richmond, although by then the tracks have merged into 10. Six
tracks continue to South Yarra, where the tracks to Caulfield veer
left while the Sandringham line continues ahead. Up trains can run
directly into Flinders Street, or access the Caulfield Underground Loop
from Richmond via one of two portals (the tracks combining within the
tunnel), this Underground Loop curves around and returns to ground
level at Southern Cross, after which trains run via the Caulfield Loop
Viaduct line to Flinders Street, having completely changed direction.
By the time any Down train reaches Richmond, it is committed to run to
either Sandringham, or on one of two pairs of track to Caulfield; these
destinations are set by the time trains pass the Melbourne Cricket Ground.
The double track to Sandringham (19km) gives passengers some nice
views of inner Melbourne suburbs, complete with a terrific run beside Port
Philip Bay at Brighton Beach. Stabling sidings are provided at Sandringham
and Brighton Beach (the signal box there is worked by an historically
important GRS “pistol grip” electro-mechanical interlocking machine, the
machine, signal box and station dating back to the electrification days).
Trains run frequently through the day, and this line is usually operated
separately from other tracks, individual trains often running on this line for
several days before perhaps being transposed for maintenance.
The four tracks to Caulfield were reconstructed from the original
two immediately prior to the 1919 electrification, the opportunity also
being taken to provide new stations and remove all level crossings,
leaving a huge legacy of good design that still functions well to this
day. The railway runs through cuttings to Malvern then on an elevated
embankment to Caulfield. Crossovers are provided at Caulfield, allowing
trains to be switched to the Frankston or Dandenong lines as necessary.
The line to Frankston (44km) runs through Melbourne’s bayside
suburbs, and some nice views of the Bay are seen along the way.
When I was a suburban train driver I always enjoyed the views of
the Bay and shipping movements around Carrum, now with a grade
separation project those views are even better. Three tracks are
provided to Moorabbin (the centre one is signalled for bi-directional
running), while two tracks are then provided all the way to Frankston.
At Dandenong, on Tuesday 27 May 2020, a Cranbourne-bound Siemens set passes Clyde/EMD locomotive B74, which with sibling unit B80, is
in the process of shunting the Qube Cement Train. Brian Hastings
AUGUST 2021
Trains leaving Caulfield pass a couple of sidings on the right before
Glenhuntly; these sidings are mostly used to stage trains. All trains
have to slow at Glenhuntly to cross one of the three surviving at-grade
tramway crossings. Rail movements at Frankston are still controlled
by a traditional signal box, complete with mechanical interlocking
and even a few disc signals, although this wonderful anachronism will
soon be replaced with electronic points and signals, operated remotely
from a new signal control centre at Kananook. Trains may stable at
Mordialloc, Kananook, and Frankston, and may terminate at Moorabbin,
Cheltenham, Mordialloc and Frankston. Two freight trains run daily in
each direction, heading down to the Long Island steelworks complex.
Overhead electrical traction wiring ends at Frankston, after which
Metro Trains Melbourne operate services to Stony Point, using Sprinter
railcars on loan from V/Line. Stony Point (74km) terminates adjacent
to Westernport Bay, and is a nice walk to the jetty, and this semi-rural
branch line makes a change from the usual hustle of the City. This track
is single line, with a junction prior to Hastings allowing freight trains to
diverge into the Long Island steel works.
The line from Caulfield to Dandenong (31km) is duplicated throughout,
with much of it now placed on the once-controversial “Skyrail” (elevated
tracks eliminating numerous level crossings). The “Skyrail” viaduct
sections provide travellers with long-range views across the Melbourne
suburbs, from where you can really appreciate just how relatively flat
Melbourne is. A large stabling yard with a small repair workshop is
provided at Westall (beside the unloading point for the Hanson Quarry
trains, which use this siding on most weekdays), and another stabling
yard is at Dandenong. Trains may terminate at Oakleigh, Westall and
Dandenong. Dandenong is also the junction for the Pakenham and
Cranbourne lines.
Trains departing Dandenong swing to the right to head to Cranbourne
(45km). This segment is the sole surviving portion of the Great Southern
Railway, which once ran to Alberton/Yarram/Woodside/Barry Beach/
Wonthaggi and many short branch line to various coal mines. Cranbourne
was once a quiet country station but now is quite a busy little place,
with two platforms and six stabling sidings. The line was opened as a
single line, but thankfully now much has been duplicated, with further
duplication works underway in conjunction with level crossing removals.
35
The Frankston to Stony Point line is worked by Sprinter railcars, on loan from V/Line. On Sunday 25 October 2020 a two-car set, led by 7012 –
the first Sprinter to receive the new PTV livery, as well as various minor upgrades – departs Baxter, bound for Stony Point. Tim Sutherland
Soon after leaving Dandenong, the line passes several sidings, serving
the Bombardier/Alstom plant which is currently building V’Locity DMU
trains for V/Line, E class articulated trams for Yarra Trams and a second
order of EMUs for the Adelaide suburban network in conjunction with
electrification to Gawler. The line also passes the sidings used by QUBE’s
cement trains which usually seem to run sporadically. This corridor serves
a busy growth area, and various groups are striving to have parts of the
railway beyond Cranbourne re-opened to serve these developing suburbs.
The railway to Pakenham (58km) is part of the Bairnsdale line. Once
electrified to Traralgon, the L class electric locos were withdrawn in
1987; a few daily suburban electric trains continued to Warragul for
several more years before the remains of the overhead line electrification
was removed in conjunction with the Regional Fast Rail project 15 years ago.
Suburban trains were very much running to Pakenham by then, and this
has continued. This line is duplicated throughout, with a trailing crossover
at Berwick allowing trains to terminate if needed, while Pakenham has
a stabling yard opposite the platforms. The area adjacent to the railway
from Dandenong has seen large increases in population, generating
substantial demand for more trains. The High Capacity Metro Train
project has set up a large yard at Pakenham East (62km), complete with
train wash, workshops, balloon loop/test track, and numerous stabling
sidings. The track through the platforms at Pakenham and out to
Pakenham East is signalled for bi-directional running, and the place can
get quite busy at times with frequent V/Line services as well as QUBE’s
daily intermodal train heading to/from the Maryvale Paper Mill.
Burnley Group
Four tracks from Flinders Street running through Richmond carry trains
running on the Burnley Group. These four tracks continue to Burnley
(junction for the Glen Waverley line), then three continue through
Camberwell (junction for the Alamein line) to Box Hill, then two
continue on to Ringwood. Ringwood is the junction for the Lilydale
and Belgrave lines. Up trains departing Richmond can run directly into
Flinders Street, or run via the Burnley Underground Loop to Southern
Cross, then via the Burnley Loop Viaduct line to Flinders Street, again
36
having changed direction in the process. Freight trains do not operate
on this Group, although if you are lucky you might get to sight locos
hauling plant trains or hauling trains between workshops.
Burnley station is the junction for the Glen Waverley line, which
Down trains access via a flyover across the tracks to Ringwood. A
small stabling yard is located after the junction between the railway, a
freeway, and the Yarra River, after which trains proceed on their way.
Heyington station is the first stop; this is noteworthy (for the wrong
reasons) as it is the only station in the Metropolitan network lacking
disability access. More conventional railway interest is found at the next
station, Kooyong, as this is the site of another tramway level crossing.
A relatively uneventful run follows to Glen Waverley (22km) on double
track, with crossovers at Darling allowing trains to terminate. The final
few stops from Holmesglen feature 1:30 hills, the equal steepest in
Victoria. A few stabling sidings are located at Glen Waverley. The railway
originally opened here in 1930, however the last couple of hundred
metres were removed soon after to allow for construction of a shopping
centre and car park.
Three tracks run from Burnley to Camberwell, junction for the
Alamein line. This is the only portion of the famous/notorious Outer
Circle railway continuing in use (that railway originally linked Fairfield
through East Camberwell and East Malvern to Oakleigh). The double
track section to Ashburton managed to survive, and the extension to
Alamein (16km) re-opened in 1948. Melbourne’s third tramway level
crossing is located at Riversdale, where trains can also terminate, after
which a pleasant run follows through some leafy suburbs to Ashburton
(end of duplication), then a short run along a single track down the
hill to Alamein, the line ending abruptly just past the platform. If you
stand on the platform on a quiet evening, it is quite possible to hear
trains running through East Malvern on the Glen Waverley line, and
even trains running near Oakleigh on the Dandenong line, while the
embankment leading down towards Gardiners Creek and a couple of
overhead wiring structures remain. Camberwell has a small stabling
yard, and shuttle trains running from here to Alamein provide most
services apart from some peak hour through trips to Melbourne.
RAILWAY DIGEST
Above: On Sunday 16 August 2020, as Melbourne gets used to a Stage 4 Lockdown, X’Trapolis 87M has arrived at Alamein Station and will
shortly head back to the junction at Camberwell working the weekend shuttle service. Woodrow Stevenson
Below: On the Hurstbridge line, an X’trapolis set catches the afternoon winter sun as it crosses the Darebin Creek Viaduct, with the 15:57 Up
service from Greensborough, on Thursday 24 June. Martin Bennet

AUGUST 2021 37
 The line towards Ringwood (26km) continues from Camberwell as
three tracks to Box Hill, then is duplicated through to Ringwood. Box Hill
station has four platforms and is constructed beneath a shopping centre, and
even includes a “platform 1”, although trains have never used this platform
since construction around 1980. Trains may terminate here, as well as at
Blackburn (using the centre of the three platforms provided). Ringwood also
has three platforms as well as a fair sized stabling yard, located in the area
beyond the station between the diverging Lilydale and Belgrave lines.
The Belgrave line runs up and down several hills on its way across the
foothills of the Dandenong Ranges. A small workshop and stabling yard
are located at Bayswater, and the line is duplicated to Ferntree Gully.
The railway continues to Upper Ferntree Gully, where another stabling
yard has obliterated all traces of the once busy goods sidings and of the
old narrow gauge area, after which the line climbs at 1:30 to Upwey,
then through to Belgrave (42km), where three trains can stable at the
platforms or the siding, while passengers can change for a ride on Puffing
Billy. Crossing loops at Upper Ferntree Gully and Upwey, and the use of
the two platforms at Belgrave, allow a reasonable service, as frequently
as every 10 minutes during the peak hours. Trains running to/from the
Bayswater yard usually run as empty car movements to/from Ringwood.
The Lilydale line has less severe grades, but is equally scenic. The
line is duplicated to Mooroolbark, then single line to Lilydale (39km).
Trains can stable at Lilydale in a reasonable sized yard. The grand timber
station building is soon to become redundant in conjunction with a
level crossing removal project at the Maroondah Highway, although the
station building itself may be retained due to its historic significance.
Trains may terminate at Mooroolbark, usually only a few during the peak
periods, minimising congestion on the single line to Lilydale, otherwise
most trains continue through to Lilydale.
The last freight services on the Burnley Group ceased in 1991 with
the end of the fertiliser trains to Coldstream (a few kilometres beyond
Lilydale); B75 hauled the last four empty wagons back, ending freight
traffic on this once busy corridor.
Just before dawn on Wednesday 30 June, the 06:27 Up service from Eltham departs the well-lit platform at Clifton Hill, on the Mernda and
Hurstbridge lines. X’Trapolis set 964M is incorrectly displaying white marker lights, as it brings up the rear of the train. Martin Bennet
38
Clifton Hill Group
This Group has survived a chequered history of openings, closures,
and re-openings. Clifton Hill is the junction between the Hurstbridge
and the Mernda lines, and trains originally arrived from the north end
having travelled via North Melbourne and Royal Park before reversing
direction to head toward Eltham; the direct route from Jolimont opened
in conjunction with the electrification project in 1910, after which
the Royal Park route (known as the Inner Circle) became redundant
and closed in stages by 1980. Trains may terminate and even stable at
Victoria Park. Trains may also terminate at Clifton Hill.
Turning right at Clifton Hill, we travel to Hurstbridge (38km). This
line opened as a single line, and was then duplicated in fits and starts
over the next 120 years, the most recent section being through the
Heidelberg Tunnel, opened in 2018. The line remains as single line
beyond Greensborough, although further duplications are underway
between Greensborough and Montmorency, and also between
Diamond Creek and Wattle Glen. Stabling yards are provided at
Macleod, Eltham and Hurstbridge; trains may terminate at any of these
locations, as well as at Heidelberg and Greensborough. The section
beyond Rosanna passes through nicely treed areas, including some
floodplains and remnant vegetation, with wildlife including kangaroos
often sighted, and is popular with crews as a break from the usual
intense metropolitan areas.
The Mernda line also has been variously opened and closed over
the years. The line originally ran to Whittlesea, the section back to Lalor
closing in 1959. The short section to Epping re-opened by 1964, and over
the past 10 years has been duplicated from Keon Park, and extended
initially to South Morang, and then later to Mernda (33km). A major
yard and workshop is located at Epping, and another stabling yard at
Mernda. This track includes a series of particularly sharp curves between
Rushall and Merri, reflecting the original alignment via Royal Park, these
curves being the sharpest on a Victorian main line. Trains may currently
terminate at Reservoir, Epping, South Morang and Mernda.
RAILWAY DIGEST
 At Victoria Park Station on the Mernda Line on Monday morning 7
December 2020, although the signal on the Up track is indicating
that that the X’Trapolis set, with 85M leading, can proceed toward
Flinders Street, it will actually run wrong road briefly as it heads for
the stabling road. With no empty roads in the Epping Sidings, this set
will be stabled here until its return to service for the afternoon peak.
Meanwhile, a Down Mernda service is arriving with 136M in the lead.
Steve Munro

Trains usually operate directly into Flinders Street, then via the City
Circle Viaduct track to Southern Cross, then through the Clifton Hill/
City Circle Underground Loop to Jolimont. A connection exists from
Parliament station back to Flinders Street, referred to as the City Circle;
this has seen little use over the last 25 years.

ROLLING STOCK
Most services are provided by three main train types, plus the High
Capacity Metro Train currently being commissioned into service (as
seven-carriage trains); all other trains are in operated in 3-car sets,
mostly with two sets coupled to form 6-car sets.
3-car sets are mostly confined to the Camberwell – Alamein, and the
Newport – Williamstown shuttles.

Comeng Trains
Introduced in 1982, these were the first suburban trains that featured
air-conditioning. The trains were built at the then Comeng plant in
Dandenong (which became part of the Bombardier business, and more
recently has been taken over by Alstom). Their bodies are nice and
spacious and still give passengers a comfortable ride, however their
electrical and mechanical components were not the latest technology,
even back in 1982. 190 sets of 3-carriages were built.
From introduction, failures plagued the fleet, many probably due to the
components becoming overworked, struggling to do all that was required.

On 17 January, HCMT train set 4 carried out Type Approval testing on the Mernda line, testing the behavior of couplers and other components on
the tightest curve in the system, between Merri and Rushall. Set 4 is seen crossing Merri Creek on a test run, which proved successful. Bruce Payne

AUGUST 2021 39
The traction equipment was mostly from GEC, although one 3-car set
used AEG equipment; despite its good performance further orders for
this equipment did not follow. Later trains incorporated disc brakes and
different motor alternators, while the last four 3-car sets used chopper
traction equipment, however most passengers would be unaware of
these changes.
During the early horrors of the privatisation era, the network was
divided into separate “companies”; as part of this process the Comeng
trains were shared between the two different operators, who then
proceeded to upgrade the trains in two different ways. When the
network was re-combined, it was found that the two sets were now
incompatible, forcing an expensive program to alter the electrical
components to allow them to operate together unrestricted.
Former Connex trains can be identified by the small destination
Above: Former Connex Comeng
set 527M races north from
Broadmeadows with a service to
Craigieburn, on Saturday 8 May.
Peter Reading
Right: A Siemens set, bound for
Flinders Street, makes a stop at
Southern Cross on Wednesday 25
November 2020. Stephen Miller
40
indicators situated above the former guards’ window, while the former
M>train sets have a large headboard located above both windscreens.
These are the only suburban trains with the capability to operate
on all suburban tracks, although their appearances on the Burnley and
Clifton Hill groups are rare these days.
In more recent times some work has gone into enhancing their
reliability. Some of the works have been quite simple, such as modifying
air-conditioning ducting to create better air flow and cooling, thus
reducing the load on both the air conditioning units as well as the motor
alternator. Most of the one-off trains (especially the Chopper and AEG
sets) have now been withdrawn, and the introduction of newer trains
lately has allowed some of the older sets to be withdrawn. It seems likely
that the remainder will disappear in coming years, although patronage
growth may delay that.
RAILWAY DIGEST
Siemens
Built in Austria, these trains were supplied to the order of M>train, and
were introduced from 2003. 36 trains of 6-carriages were supplied, with
all trains arranged into 3-car permanently-coupled sets. Trains usually
operate as double consists (6-car sets), although some 3-car running
can be found on the Newport – Williamstown shuttles. The trains
provide an outstanding ride, feeling pretty much the same at 15km/h
or 115 km/h. The trains were known for braking issues during adverse
rail conditions, with a large portion of the fleet being withdrawn around
15 years back pending investigations; subsequent works including
installation of sanding gear seems to have overcome these issues. The
demise of M>train saw Connex eventually take control of the network,
and further orders of these trains have not eventuated.
The trains were confined to the former M>train network, and
this has not fundamentally changed since the two Networks were
re-amalgamated, apart from empty car transfers between Melbourne
and Epping for workshops or related attention. With further trains of
this type unlikely to be ordered, we presume that there will not be any
extension of their operations.
X’Trapolis
Built initially in France and fitted out in Australia, these trains were the
choice Connex made for its new trains. The initial order of 29 trains of
six carriages (each comprised of two 3-car sets) performed very reliably,
although their ride quality is inferior to other train types (Comeng,
Siemens). A further eight orders have been delivered, with the fleet now
comprising a total of 212 units of 3-carriages. The latter orders were
partly constructed in France, Poland and Italy, with a significant amount
of work occurring at Alstom’s site at Ballarat North (the old Victorian
Railways workshops). The first trains commenced service in 2002, and
subsequent batches have been delivered between 2009 and 2020.
The original design was based on operating on the Burnley and
Clifton Hill Groups (the original Connex network), and these trains now
HCMT set 11 runs along the ‘Skyrail’ section approaching Murrumbeena station on the Pakenham/Cranbourne line, while doing MTM driver
training on Saturday 10 October 2020. James Chuang
AUGUST 2021
practically monopolise services on those Groups. Additional testing and
infrastructure alterations were required to enable them to operate on
the remainder of the Network, however this work has progressed slowly.
These units may now be found on the Newport/Williamstown/Werribee
and the Frankston lines.
Though these trains are rather “minimalist”, they perform very reliably
in service.
A new batch of X’trapolis trains have been approved, designated as
“X’trapolis 2.0”. The 25 trains in this batch (150 carriages) are intended
to be used on the Craigieburn, Upfield and Frankston lines, and are
expected to enter service from 2024. These trains are intended to
allow retirement of older Comeng trains, which by then will be over
40 years old. The design is an advance on the original X’trapolis trains
(designated as X’trapolis 100), and apparently shares similarities with
Perth’s under-construction “C” series suburban trains. The X’trapolis
series has proven to be quite a successful design of train for Alstom to
build. Trains in the X’trapolis series are in use in Chile, France, Portugal,
Germany, Denmark, South Africa and Spain.
High Capacity Metro Train (HCMT)
These trains have been manufactured in China by CRRC Chanchung with
finishing works at Newport Workshops overseen by Downer Rail prior
to transfer (loco hauled) to the new facility at Pakenham East for final
commissioning. 65 train sets of seven carriages are under construction, and
provision has been made to extend these trains into 10-carriage sets, the
longest configuration used in Melbourne. To date, three trains have entered
limited service, with the Project delivery apparently delayed by various
factors (pick your preferred rumour). One notable variation compared to
other train designs is that these sets are effectively permanently coupled as
7 car sets, with only the outer two carriages incorporating drivers cabs.
These new trains are intended to operate at closer headways using
limited self-driving features in certain areas, and as such the increased
frequency is an important element of increasing network capacity.
41
These trains will in most areas have to share tracks with other trains not
so equipped, including other suburban trains as well as V/line passenger
trains and freight services operated by private companies, hence the
limited use of the self-driving feature.
These trains are expected to be used primarily on the Dandenong
– Sunbury corridor, including the under-construction Metro Tunnel
(see right), where their high passenger carrying capacity is anticipated
to enable the network to carry the massively increasing passenger
numbers along these corridors, hence easing the over-crowding. At this
stage they are used only on the Dandenong/Cranbourne/Pakenham
to Melbourne lines, with operation to Sunbury anticipated after the
completion of the Metro Tunnel (see below).
INFRASTRUCTURE
All trains run on 1500v DC power, supplied from overhead wiring. Most
tracks are now laid with concrete sleepers, although some sections of
timber remain. Track gauge is 1600mm. “Skyrail” sections of viaduct
track (typically used to replace former level crossings) see the rails directly
fastened onto concrete bearers.
Signal safety protection is provided by train stop equipment,
designed to activate against a trip valve on the lead vehicle should a
train over-run a signal or exceed certain speeds. TPWS equipment is
being progressively installed on corridors shared with V/Line trains,
which are not equipped with trips. Virtually all signals are 3-position
type, based around the Pennsylvania Rail Road of the USA, termed
“speed signalling”, in that with the use of two lights a signal shows the
status of the track ahead, indicates the aspect of the next signal, and
stipulates a maximum speed for that section.
All stations apart from Heyington are fully DDA compliant, allowing
ready access for wheelchairs, etc. Wheelchairs are usually carried behind the
driver inside the leading pair of carriage doors, and drivers where necessary
use portable ramps to assist special needs passengers. Several locations
have small raised areas and bridging “fingers” towards the departure end of
the platform to allow special needs customers to board or alight unaided.
All trains run as driver-only, with guards having been removed from
1994. CCTV cameras and large mirrors are provided at curved platforms
and some other places to enable drivers to positively view passengers
boarding and ensure their safety prior to closing doors and departing
the train. Traction interlocks prevent accidental departure of trains with
saloon doors opened.
TRAIN FREQUENCIES
Train frequencies typically vary according to time of day and weekends.
Trains effectively operate overnight on Friday and Saturday nights,
otherwise usually the last train leaves Melbourne around mid-night,
while the first trains arrive into Flinders Street around 5:30am.
Most lines have numerous additional trains during the morning and
afternoon peaks; the morning peak usually runs from around 6:00am
until after 9:30, while the PM peak usually seems to start around
3:00pm (catering to school traffic) until after 7:00pm. Changing work
patterns seem to slowly be extending these hours, particularly during
the evening, while it seems that many commuters are taking advantage
of Melbourne’s famous cafés and arriving into Melbourne early to start
their working day well.
Outside the peaks, trains operate roughly every 20 minutes to Upfield,
Craigieburn, Sydenham, Werribee, Laverton locals, Williamstown, Eltham
and Mernda. Alternate trains extend to Sunbury from Sydenham, and
from Eltham to Hurstbridge.
The Sandringham, Glen Waverley, Alamein and Ringwood lines
see trains every 15 minutes, with alternate trains beyond Ringwood
continuing to either Lilydale or Belgrave.
Frankston and Dandenong trains operate every 10 minutes, with
alternate Dandenong line trains extending to either Cranbourne or
Pakenham, giving each destination a service every 20 minutes.
Evening and weekend trains usually operate every 20 – 30 minutes,
apart from Hurstbridge line (hourly beyond Eltham).
Stony Point trains run about every two hours, with eight services
Monday – Thursday, 10 on Fridays, eight on Saturdays and seven on
Sundays.
42
METRO TUNNEL
The Metro Tunnel Project aims to create a new connection between the
Sunbury line and the Dandenong line (and beyond to Cranbourne and
Pakenham). The project is constructing a pair of tunnels, commencing just
on the Down side of South Yarra, and concluding near South Kensington.
The tunnel takes a new route, by-passing the existing rail corridors, and
will effectively cut across the City Underground Loop at a lower level.
The corridor will serve areas not currently served by trains, and will include
five new stations.
The first station heading north-west from Caulfield to Footscray
(named Anzac, appropriately given it is near the Shrine of Remembrance),
is located beneath the Domain Interchange on St Kilda Road, and will
allow connections with much of the busy Swanston Street tramway
corridor. This station will also serve various office, accommodation and
entertainment precincts, in a busy area not previously served by heavy rail.
The next station is named Town Hall, and is located beneath the
southern end of Swanston Street. This station is close to the well-known
Flinders Street station, allowing for interchange between trains.
Heading north roughly beneath Swanston Street still, the next station
is State Library. This will serve a similar area to Melbourne Central
underground station, and passengers can interchange between trains
there. It is expected that passengers from most parts of Melbourne can
change at either Town Hall or State Library stations for services to places
not currently served by rail.
Parkville station is located beneath Grattan Street, and serves major
hospitals and universities. Rail passengers travelling into this busy precinct
until now have had to change from trains to trams to reach this area.
Arden is located near the North Melbourne Football Club grounds,
at the corner of Arden Street and Laurens Street. This area is well away
from heavy (or even light) rail, and is currently experiencing significant
growth in accommodation.
Works associated with this Project include upgrades of the Sunbury
line, extending stabling sidings at Sydenham, Calder Park and Sunbury,
station access improvements, extension of platforms, and enhancing
traction power supplies. The outcome expected is an increase in track
capacity to support an additional 113,000 passengers weekly. Signalling
systems require substantial alterations above ground to enable trains to
blend with the new arrangements.
OTHER PROJECTS
Another other major project that will change rail travel use in coming
years is a new connection to Melbourne Airport. Trains will run from
the airport to parallel with the existing freight lines (Albion – Jacana),
then run west of these tracks toward Albion, from where elevated
connections will bring trains across Ballarat Road and the existing
suburban lines to Sunshine. Trains will then run into the Metro Tunnel.
This Project is expected to begin construction works next year, with
further details to be reported as this Project progresses.
Level crossing removals are continuing apace, with 46 removed since
2014, and another 30 locations well underway. A Level Crossing Removal
Authority was formed to manage these Projects, which have usually delivered
new stations for the passengers, typically with better car parking and
amenities, while massively reducing road congestion in the suburbs affected.
Whether improvements for “railways” have been achieved are debated; some
reduction in track flexibility such as turnbacks and sidings have occurred
(notably at Oakleigh and St Albans), track speeds have sometimes been
lowered, while the works have rarely amplified track capacity. In some cases
the works will make future track enhancements more difficult.
Longer term, planning and investigative geotechnical drillings are
advancing on the “Suburban Rail Loop”. Stage 1 will link Cheltenham
(Frankston line) with Box Hill (Ringwood line), via Clayton (Dandenong
line, and finally serving Monash University), Glen Waverley and East
Burwood. Later stages will link Box Hill to the Airport via Doncaster and
Bundoora (both areas not served by rail). Services will ultimately reach
Werribee, forming a 90km long link between various suburbs while
avoiding the central Melbourne area.
The current project activity in the Melbourne suburban railway system
is unprecedented, with its significance probably proportionately exceeding
even the massive projects in the years 1910–1919 leading up to electrification.
RAILWAY DIGEST
A night scene looking over North Melbourne station as rail activity gradually quietens down on Monday evening 10 May. Peter Reading
PATRONAGE AND CUSTOMER EXPERIENCE
Prior to the COVID-19 crisis, patronage of Melbourne’s rail system had
doubled since 2000. Regional cities within a two hour travel time of
Melbourne have shown strong growth, with population in this area also
expected to double within 20 years. Current daily patronage is in the
vicinity of 450,000.
Ticketing is based on the use of “MYKI” cards. Passengers purchase
a card from various outlets (including many stations), add a value to the
card, then “touch on” when boarding and “touch off” when leaving,
the system then calculating the lowest applicable price fare.
Bicycles are carried without charge, with cyclists particularly asked not
to use the leading doors of a train, as these are made available for special
needs customers. Many stations have facilities to lock bicycles safely away.
Most stations have at least some car parking available, although in
many cases the parking is fully utilised by 7:00am on weekdays, so arrive
early! Additional car parking is being constructed, yet seems to be filled
as quickly as it is completed.
Bus and tram services connect with trains at many stations. Given the
frequency of services, one service will not usually wait for a late-running
connecting service provided by a different mode.
Punctuality is regularly monitored and Metro can be fined for late
running or excessive cancelled services. The targets are set by the State,
and currently require 98% reliability (in effect, only 2% of trains may be
cancelled), and 90% punctuality (deemed as being on time to within
4 minutes and 59 seconds). Metro Trains Melbourne usually seems to
meet or exceed these expectations.
The Network includes 222 stations, and it is possible to travel on all
lines on one day, apart perhaps from the Stony Point. I will be interested
whether it is possible to cover all lines including Stony Point, although
am unlikely to personally take up the challenge.
LOOKING AHEAD
Had this article been written 18 months ago, the future would have
been easy to predict. Patronage was steadily and rapidly increasing,
and there seemed no way that this would end. The arrival of COVID has
changed the reliability of this prediction, with the need for travel having
been challenged by the new circumstances. COVID lockdowns have
AUGUST 2021
forced passenger numbers down massively, to the point that peak-hour
trains were almost empty. Where once people lived in suburbs and
travelled to the city centre for work, now many people can work from
home, and in some cases both the employer and the worker benefit
from this arrangement.
Just prior to Victoria’s COVID shut-down in late May 2021, passenger
loading had returned to around 80% of pre-COVID levels, particularly
in off-peak times and weekends. Just whether, and to what extent
patronage will return to the growth levels of recent years cannot be
predicted.
That said, the major projects seem likely to continue for some time
yet. The level crossing removals have been popular in local communities,
and have seen a big reduction in congestion of those roads and
their surrounding areas. The Melbourne Metro Tunnel is well under
construction, being really too late now to stop, while the Airport Rail
Link (some would remark being already 40 years late) looks likely to
proceed. The Suburban Rail Link project is in early stages of planning
and design; whether this proceeds is unclear at this time.
The future of Metro Trains Melbourne itself appears to rest with
the current franchise until 2024, with a likely extension until 2027.
Whether the privatisation/franchising model provides value for money
is debateable. Privatisation originally occurred for what could be fairly
called political reasons, yet both major political parties have maintained
this form of privatisation when opportunities arose to bring the network
back into Government control.
Unfortunately there seems to be no way to directly compare costs/
benefits between Government and private control, so consequently it is
impossible to independently determine which model gives the greater
value to the ultimate customer, the tax-payer. A little like comparing
apples and oranges, with the massive patronage increases seen since
privatisation making comparisons impossible. While it could be argued
that privatisation drove the patronage increases, it seems that external
pressures such as higher petrol costs and population growth played their
role. As such, I leave it to others to make their own judgements.
The author extends sincere thanks to Ken Date and John Hoyle for
their suggestions and input to this article.
43
Geraldton area grain trains
Text and images by Phil Melling
Around the Geraldton area Aurizon has continued to run grain trains
and, for example, on Wednesday 30 June it ran three: Tallering Peak
To Wiluna
• One with two P’s and 42 wagons
• One with one P and 15 wagons
• One with one P and 13 wagons l Pindar
Ruvidini
In addition several P class locomotives (stored since the ceasing of Northern Gully l Mullewa
l l
Mount Gibson iron ore trains) have been reactivated. Bringo l l Eradu Tenindewa
The grain trains initially had a pool of three P class locos, two painted Geraldton l l Narngulu
l Canna
in the latest Aurizon yellow (P2503 and P2515) and one in ARG yellow l Bootenal
(P2514).
More recently, several reactivated P class locos – one in ARG orange Tilley Junction l l Karara
(P2516), two in original Aurizon (P2504 and P2505) and a further P in Dongara Morawa l
l l Mingenew
ARG yellow (P2508) – have appeared.
Aurizon utilises the previously stored XT grain wagons that it has ▲ l Perenjori
Three Springs l
reactivated. There was originally 76 XT wagons built and 71 are available Extension
Hill
l Carnamah l Latham
❂

for use, this means the third set can vary in length up to a maximum of N
14 wagons. l Eneabba
Coorow l
Grain trains run from Geraldton Port to many of the CBH grain l Iluka South l Maya
bins in the Geraldton Zone, as far as Perenjori and Marchagee (the Marchagee l
southern limit of the Geraldton Zone). CBH Watco also run a single
McLevie l
double-headed grain set in the Zone. Kalannie
l
Miling
l l Burakin
©2021 BB/RailwayDigest To Perth

l
44 RAILWAY DIGEST
l
 OP E R ATIO N S
Left (page 44): Aurizon Goninan/GE units P2516 and P2515 on 3751 loaded grain train from Carnamah CBH arrive at Geraldton Port
on Wednesday 30 June.
Above: P2504 is on 7733 loaded Mullewa grain just west of Bringo on Saturday 26 June. This was P2504’s first day of operation since
reactivation, having worked the empty train out early in the morning to Mullewa.
Below: P2516 and P2515 are on 5751 loaded Aurizon grain train from Coorow CBH heading to Geraldton Port via Narngulu, seen at
Bootenal just south of Narngulu on Tursday 8 July.

l
AUGUST 2021 45
O PE R ATIO N S

Above: P2508 and P2514 on 3751 loaded grain train from Carnamah CBH are seen just south of Narngulu, neraing their destination of
Geraldton Port on Wednesday 30 June.
Below: On Tuesday 13 July, P2505 hauled 3735 loaded grain train, consisting of eight XT grain wagons, from Mullewa CBH to Geraldton
Port and is seen passing through Grants crossing loop.

46 RAILWAY DIGEST
 PRESERV ATIO N & T OU RI ST
Above: On Saturday 10 July, Steamrail’s A2 986 steams through the existing Mooroolbark station on the second steam shuttle of the day
in the final week before the original station building is to be lifted, historically refurbished by students at Box Hill Institute, teaching them
important technical skills, before it becomes the new Tarrawarra Station on the Yarra Valley Railway. Mooroolbark is halfway through
its new station rebuild as part of the removal of Manchester Road level crossing. The new station will feature elevated platforms above
the modern waiting and service area, a clock tower, and a new multi-deck car park with 900 car spaces. The steam trips, using E type
carriages, were being run as part of Steamrail’s ‘Lilydale Steam Shuttles’ before Lilydale station is closed and replaced with a new elevated
station as a result of level crossing removal. Stephen McLachlan
Below: Steamrail’s K153 (assisted by A2 986) leads the second of the Lilydale Steam Shuttles through the distinctive bucolic surroundings
of Cave Hill and the David Mitchell Quarry site. Sadly the paddocks and quarry that surrounds Lilydale to the south are giving way to
further residential development at Cave Hill, with a new station proposed to be built to service the new suburb. Stephen McLachlan

AUGUST 2021 47
Rail Motors, Rhinos and Relics
The ARHS June Long Weekend Tour 11-15 June 2021
Text and images by Neville Pollard

A
n air of excitement was evident when 48 passengers boarded another great source of knowledge. In the evenings, back at the motel,
rail motors CPH 1, 3 and 7 at Broadmeadow for a rail cruise Andre Phillips entertained with overviews of the night sky. Uncooperative
to Binnaway and Dubbo, returning through Orange and clouds prevented observations initially but on the second evening clouds
Lithgow with liberal portions of coach travel along the way. cleared to unveil the universe in all its glory. The Milky Way and the
Would there be snow on the Warrumbungles? What is the present constellations Centaurus Crux (Southern Cross) and Scorpio were especially
state of the long-closed line from Binnaway to Gwabegar? What does prominent and admired by all.
the Diprotodon creature look like? What will we see at Siding Spring The Warrumbungle mountains scenery was unfortunately shrouded
observatory? These were some questions travellers wanted answered. in thick fog preventing any view of the surrounding grandeur
It seemed as though ARTC traffic controllers were from either Siding Spring Trig (where pockets of
anxious to help solve these inquiries; the trip to Binnaway, snow remained) or Whitegum Lookout where the
for a tour train, was nothing short of spectacular; Given that there were Breadknife can usually be observed. Picnic lunch was
the big fellas (90 wagon coal trains) gave way to our about 20 coal, grain enjoyed at Canyon Picnic Area where the Apostle
diminutive train on more than one occasion. Given and general freight birds entertained with their noisy antics arguing
that there were about 20 coal, grain and general over food scraps. Despite fog, ravages of the 2013
freight trains between Broadmeadow and Werris Creek,
trains between Broad- bushfires were all too evident with many trees burnt
to not get stopped while another train passed won’t meadow and Werris with no possibility of regrowth. The guide at the
probably be repeated on a tour for a long time. On the Creek, to not get stopped Warrumbungle Visitors Centre commented that koalas
cross-country line between Werris Creek and Binnaway, while another train appeared to have been wiped out throughout the
creeks were flowing strongly, luxuriant growth was National Park as a result.
observed everywhere, sheep and cattle looked in prime
passed won’t probably A reconnaissance of the Binnaway to Gwabegar
condition. The line, however, was subject to speed be repeated on a tour for line, beyond Coonabarabran, took most of Sunday.
restrictions in many locations. a long time. The railway opened to Coonabarabran on 11 June
There were four distinct experiences encountered 1917 with services withdrawn on 15 November 1989.
during the tour; astronomical understandings, exploration Here the passenger platform with nameboard and
of the Warrumbungles and the closed line between Binnaway and Gwabegar ‘out of’ shed is still extant with goods shed, 6500 tonne bulk shed
and meeting nonliving and living animals. and yard crane–silent sentinels guarding a lonely goods yard. The
Siding Spring is the home of the Anglo-Australian telescope, Australia’s bridge over Castlereagh River with its 20-metre steel girder and timber
largest, along with many small observatories owned by other countries approaches remains. Coonabarabran was once quite busy with four
dotted around the summit. Siding Spring is not now as significant as when fuel sidings, freezer and mill sidings, The Sunday market at Bugaldie,
opened because of new telescope technology. Donna, the Astronomer, north Coonabarabran, was just opening and gave opportunity to
Burton was our guide; she was absolutely passionate about the universe; inspect a number of vintage cars and tractors. The timber facing of
skilfully answering any questions put to her. The Exploratory Centre was the goods platform was evident with a bulk shed a few metres north.

48 RAILWAY DIGEST
Left (page 50): On the return
to Sydney on Tuesday 15 June
passengers detrained at Tarana
for a classic country pub lunch at
Tarana Hotel complete with log fire.
Because 3801 was not far behind
the rail motors proceeded to Rydal
to refuge. Here CPHs 1, 3 and 7 are
seen returning to Tarana to pick up
the well victualled passengers.

PRESERV ATIO N & T OU RI ST

Right: 9303, 9314 and 9318 haul
a 9000 tonne coal train through
Murrurundi enroute to Newcastle,
while passengers take refreshments
on the platform admiring freshly
fallen snow on the Liverpool Range.
Following lunch, the rail motors will
proceed to Werris Creek and onto
the branch to Binnaway.

Left: Some of the many small observatories

dotting the landscape at Siding Spring Trig.
Unfortunately thick fog denied any chance of
seeing the surrounding vista at both Siding
Spring and Warrumbungle National Park.

Right: The former ‘out of’ shed is the only building

now remaining on the former Coonabarabran
station platform. Rail services concluded there in
November 1989. The goods shed, bulk grain store
and bridge over Castlereagh River are basically all
that now remain.

Left: A collection of classic motor vehicles became a real

drawcard at the Bugaldie Market, visited on the way out
to Gwabegar.

AUGUST 2021 49
At Baradine the station nameboard was lineside. The railway yard was
bereft of any infrastructure except three bulk storages totalling 42,150
tonnes. Here half a mile of line had been pulled up around the station
precinct. Locals are fighting for a connection with Inland Rail planned
to pass five kilometres north of the town. The original plan was for the
new line to incorporate the old right of way towards Gwabegar but
this has been shelved. Kenebri’s location was marked by a roadside
station sign. The terminus at Gwabegar was opened on 10 September
1923 with the last train on 28 February 1992. Rails remain, including
a triangle at the Sydney end. Interestingly white pines are growing
profusely inside the four foot, more so than in other parts of the yard.
The home signal remains, as does a bulkhead of 26,600 tonnes capacity.
The location of the SM’s residence was marked by a forlorn clothes line.
The town, on the edge of the Pilliga Scrub, is marked by a post office,
school and handful of houses, many in a poor state of upkeep. There
was opportunity to learn more about the Pilliga Scrub at the Baradine
Visitors Centre. Above: The Baradine Hotel was another great opportunity to enjoy a
At Coonabarabran Visitors Centre, the previous evening, the Tambar Sunday roast dinner in an authentic country pub atmosphere. After the
Springs Diprotodon was viewed, one of the finest fossil specimens of the meal there was an opportunity to learn more about the Pillaga Scrub
species found in eastern Australia. Diprotodon was a solidly-built plant at the visitor’s centre across the road.
eater about the size of a rhinoceros having the appearance of a large Below: The Bugaldie General Store is now permanently closed.
wombat. The store would once have been a meeting place for the locals
while purchasing household needs. Now they have to drive to
Coonabarabran, half an hour away, for even the most basic goods.
How country life has changed!

Above: The discovery of a diprotodon optatum, the largest known

marsupial, similar to a giant wombat, was made in 1979 at a
property near Tambar Springs. The fossil bones were inspected at the
Coonabarabran Visitor’s Centre.
Below: The critically endangered black rhinoceros is native to southern
Africa. Most of the time males live solitary lives. Males have an ability
to squirt urine backwards so it is not advisable to stand too close
behind them. This specimen weighs around 1,200kg and lives at
Dubbo zoo.
Right: A quick stop was made at Orange on the return journey. 3801
and its entourage are standing on an adjacent track and will follow
the rail motors to Rydal. Both were at Lithgow at the same time but
this time 3801 was given precedence for the return to Sydney.

50 RAILWAY DIGEST
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The fourth lstrand of the tour revolved around an afternoon tour

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Departure from Dubbo on Tuesday morning was on time
with a rendezvous with 3801 at Orange. After the lunch lstop at
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to Dubbo Zoo. This was undertaken on Monday afternoon after
l
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our arrival from Binnaway. A highlight of this section was Fletcher’s Tarana time was lost, taking 2½ hours to travel from Lithgow to
massive grain storage and abattoirs just east of Dubbo. The siding Penrith. Despite this, the rail motors were able to leave Central two
there is about two kilometres long and three long trains depart from minutes early for their home base at Paterson, arriving back half
there for Port Botany each week. an hour ahead of schedule. Thanks especially to Spencer Ross for
It was not possiblelto view all zoo animals in one afternoon. Travelling his usual excellent itinerary and organisation and to The Rail Motor
around by coach, stops were made at the Black Rhino, meerkats, Society crew for safety, smooth running and excellent hospitality.
elephants (that had gone to bed), hippo, l

deer and the Galapagos Noticeable was the pleasing number of women who booked on the
tortoise enclosures. One of the tortoises was over 100  years old.
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tour. Some tour patrons joined ARHS as a result of the experience.
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PRESERV ATIO N & T OU RI ST

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Richmond
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Newbridge l Mount Victoria l PACIFIC
Hornsby
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Cowra
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Campbelltown l ©2021 BB/Railway Digest

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AUGUST 2021 l 51
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C Set Last Word
Chris Walters
Further to the last report in (see Curtains on Sydney Trains’ C Sets, page
50, April 2021 issue) and after a couple of ‘life extensions’, the last
of Sydney Trains’ C Set fleet has been formally decommissioned. As
reported previously, two four-car sets were retained by Sydney Trains as
stand-by assets following their withdrawal from regular service in late
February. Also as reported previously, a handful of operations called for
one or both of these sets to be returned to service, primarily to cover
a shortage of available M Sets and pending the delivery of the final
sets in the second series B Set order. The last reported use of these was
the operation of set C1 on Lidcombe-Olympic Park shuttles during
the last week of April, with the final day of operations being Friday 30
April. Over ensuing months, a number of positioning runs between
Flemington Maintenance Centre and Maintain Auburn have operated
to enable parts salvage and the consolidation of four cars to be retained
for preservation. During this time, motor car C3581 and trailer T4272
were acquired by the Fire & Rescue NSW Emergency Services Academy,
and transferred to their Orchard Hills facility during early May. There,
the pair will be used for staff training and emergency drills.
Although Transport Heritage assessed the C Set fleet (without
sector consultation) and did not consider them as being of sufficient
significance, the previously reported lobbying by the Sydney Electric
Train Society (SETS), following its Expression of Interest submission
to see a set retained, has proven successful. A four-car set consisting
of C3584, T4266, T4274 and C3608 is now part of the SETS fleet.
It is this four-car set that will operate the group’s Great Northern
Chopper Tour to celebrate the 30th anniversary of SETS. The tour is
scheduled to operate from Olympic Park to Newcastle Interchange
via Bankstown and Gordon on Saturday 28 August (COVID-19
restrictions permitting), with this run set to be the first operation of
a C Set in preservation (see https://www.sets.org.au/tours/ for more
information).
With the commissioning of the final Waratah second series train,
set B41, during early-July, any need for the remaining C Sets ended.
On Monday 12 July, the final batch of 12 disposed cars were towed
by a pair of Pacific National 81 Class locomotives from Flemington to
Chullora for scrapping. Their destruction will leave the SETS four-car
set and the pair of carriages with Fire & Rescue as the only remnants of
this once 56-car fleet.
With sincere thanks to Mick McGinty for assistance in preparing this
update.

Above: Seen from the Telarah Street bridge in Telarah on Friday

morning 25 June, Baldwin 2-8-2 5917, and Goodwin/Alco units 4836
and 852 have arrived with the Cruise Express ‘Great Northwestern Loop’
steam tour, which began in Sydney that morning and would be visiting
Werris Creek, Tamworth, Premer, Binnaway, Dubbo, Orange, Bathurst
and back to Sydney. The 1.2km detour to Telarah was for locomotive
servicing. Robert Rouse
Left: Having detached from the train and run forward into No.2 Stock
Siding, near the access gate from John Street, 5917 has its tender topped
up with a load of good northern coal. Robert Rouse

52 RAILWAY DIGEST
 PRESERV ATIO N & T OU RI ST
Above: 3801 is running full steam ahead through Locksley bound for Blayney on Friday 4 June on its 10 day, 2250km NSW Central West
Tour. James Gregory
Below: At Victoria’s Alexandra Timber Tramway and Museum, early on Sunday 11 July, 1909-vintage John Fowler 0-6-0T number 5
(ex- Doolbi, Isis Central and Gin Gin sugar mills, Qld) is slowly raising steam while taking water from a garden hose. Ewan McLean

AUGUST 2021 53
Above: On Wednesday 23 June, 4702 and 4204 slowly lead the Vintage Rail Southern Aurora train into the Rail Motor Society depot past CPH1,
721 and CPH19. The train would stable overnight before leaving for Kempsey the next morning. After alighting from the train, passengers were
taken by bus for tours of either Maitland or Morpeth. Bruce Gehrig
Below: At the Australian Sugar Cane Railway, Bundaberg Qld, on Wednesday 30 June, 1914-vintage Orenstein and Koppel 0-4-0T Germany
(ex- Millaquin and Qunaba sugar mills) recently returned to service following a lengthy overhaul, was in action. Darren Tulk

54 RAILWAY DIGEST
 PRESERV ATIO N & T OU RI ST
Above: The southbound Ghan service that departed Darwin on Wednesday 26 May, behind Ghan-liveried Goninan/GE units NR74 and
NR75, has arrived at Manguri Siding in northern South Australia on Friday morning 28 May, and will soon transfer its load of tourists to
the waiting road coaches for a tour of Coober Pedy, 42km distant. Jeffrey Cantamessa.
Below: On Sunday 13 June, the Archer Park Rail Museum’s restored Purrey steam tram, built in Bordeaux, France, in 1909, was in
operation giving rides along Denison Street, Rockhampton, adjacent to the QR north coast line. Anthony Evans

AUGUST 2021 55
Above: At the Victorian Goldfields Railway’s Maldon loco depot on Thursday 17 June, ex-Victorian Railways oil-burning J class 2-8-0 J549, built
by Vulcan Foundry in 1954, has diesel locomotives Y133 and F212 for company as it rests between assignments. Ewan McLean
Below: The Seymour Rail Heritage Centre’s standard gauge fleet, consisting of Clyde/EMD units S303, C501, T357 and P22, are seen parked
together in the standard gauge sidings at the depot on Wednesday 30 June. S303 and C501 were being prepared for level crossing testing
between Seymour and Longwood on 3-4 July. Grahame Ferguson

56 RAILWAY DIGEST
 Victorian Government support for heritage rail operators
The Victorian Government is supporting tourist and heritage rail
operators recover from the impacts of the coronavirus pandemic
with $1 million in funding. The support is to help the operators
re-establish their operations and cover costs after they were
unable to run their services for periods in 2020 and 2021.
Following an assessment process by VicTrack and the Victorian
Department of Transport, the funding has been allocated to 15
groups that applied for financial support based on an assessment
of what they needed to help them restart their operations. The
funding should help the groups recover, so they can focus on
expanding their operations and attracting visitors on to the many
heritage train and tram services throughout Victoria.
On Saturday 19 June Victorian Minister for Public Transport Ben
Caroll said that Victoria has the largest tourist and heritage tram
and railway sector in the country, making it an important driver for
the state’s tourism economy.
“Operators rely on the revenue they receive from running
services and unfortunately like many tourism operators their
operations were severely impacted last year.
“We are now directing much needed funding to the groups, so
they can pay their immediate costs and ensure their infrastructure
is in good shape as their services get back up and running”.
Right: Hand firing the 42 square
foot grate of Steamrail Hudson R761
after climbing the 1 in 52 Warrenheip
Bank out of Ballarat, then turning off
the mechanical stoker, on Thursday
evening 20 May. Dave Richards
AUGUST 2021
The allocation of the funding follows the release earlier in the
year of Preserving our rail history – a blueprint for the future, which
provides a strategy to help ensure that Victoria’s tourist and
heritage tram and railway sector has a sustainable future and can
continue its important work.
The blueprint includes actions the government will take over
the coming years to support organisations with expanding their
volunteer bases, increasing visitors, improving coordination between
PRESERV ATIO N & T OU RI ST
groups, and gaining access to equipment, resources and rollingstock.
A new voice for the sector, the Sector Coordinating Board, is
already helping organisations share information and support each
other through the changes occurring in the system.
On top of the $1 million being allocated to the rail operators,
a further $1.2 million of funding and grants is being provided to
the sector to support the implementation of the blueprint. This is
in addition to the over $20 million in state government funding
support made available to the sector over the past five years.
The government is also working with tourist and heritage rail
groups whose operations were badly impacted by storms across
central Victoria, the Dandenong Ranges and Gippsland in June.
For more information, including access to Preserving our rail
history – a blueprint for the future, visit victrack.com.au
57
 No Smoking
I would like to take this time to
thank Colin Butcher and Kerry
Hortop for their respective
letters, which appeared in RD
June 2021. I must stress that
I feel rather humbled by their
corrections to my error about
camshafts in two-stroke engines.
One of my biggest regrets is
that I never had the opportunity
to fulfill my childhood desire
to work in the rail industry,
which would have given me a
more nuanced understanding
of diesel-electric locomotives.
Incidentally, I have just recently
learnt that Fairbanks-Morse
opposed piston engines, which
were employed in models such
as the C-Liners and Trainmasters
in the USA, were also two-stroke
R EA DE R S W R IT E
engines. Unfortunately, they
weren’t nearly as successful
as their EMD counterparts,
resulting in their withdrawal
from locomotive production.
Conversely, I still maintain
that assuming that all things are
equal, four-stroke engines are on
the whole, more efficient than
two-stroke engines. This is one
of the main reasons that they
are virtually extinct in the road
transport sector and contributed
to General Electric’s domination
of the locomotive market after
1980 in models such as the
Dash 8s & 9s. This does not
mean that two-stroke engines
do not possess any virtues.
Prior to 1980, General Motors
dominated the rail industry
during the early years of
dieselisation, because they were
a robust product that performed
reliably under most conditions.
However, factors such as the
fuel shock during the 1970s and
improvements in GE models,
led to their decline during the
forthcoming decades.
One of the purposes for my
letter (RD April 2021), was that
if fuel economy is imperative
to surviving in this current
age, why are there still several
veteran EMD units in operation
that could be replaced with
EL Class, which are currently
in storage? Moreover given
that the cost of a brand new
UGL Model C44aci would be
prohibitive for most smaller
operators, is it be possible to
retrofit some existing models
such as the C and G Class with
engines that comply with EPA
regulations? Nonetheless it
58
appears that not even the most
efficient four-stroke engines will
give adequate fuel economy to
survive in the future.
The most recent revelation
by the State Government is that
they have proposed to electrify
all public transport in NSW
by 2025. How they intend to
achieve this proposal is anyone’s
guess. Notwithstanding, judging
by discussions at the recent G7
Conference regarding the future
of fossil fuels will undoubtedly
have serious implications for coal
trains and dieselisation. This may
seem incongruous given the
scale of the nation’s coal mining
sector, yet the decision to phase
out fossil fuels may not be
determined by an administration
in Australia.
There are an increasing
number of corporations that
are withdrawing any form of
sponsorship from any project
or initiative that supports the
fossil fuel industry. Moreover,
there are even rumours that
some countries may even be
penalised for failing to eradicate
fossil fuels from their respective
economies. I understand that
some universities have axed
their geology departments
from their campuses, because
their don’t wish to be viewed
as ‘pro-coal’. It may be difficult
to believe, but I think it’s only a
matter of decades before diesel
locomotives completely vanish
from the rail scene altogether,
Stephen Miller
Rutherford, NSW
What is the matter with
the Directors of ARTC?
In the June 2021 edition of
Railway Digest, near the top of
page 7, it mentions that ARTC
will receive Federal Government
funding to provide container
double stacking clearances in
Victoria as part of the Inland
Rail Project. On the top of page
25, it mentions that ARTC are
rethinking raising the clearances
at three locations on the North
East line in Victoria, due to
local narrow-minded pressure
thinking.
The ARTC must create
container double stacking
clearances on all major lines for
the future long-term benefit of
the Nation’s rail system. If they
are not able to create the required
clearances at these three locations,
then other methods must be
sought to provide the necessary
clearances, even shifting the line
or roads at these locations. The
necessary clearances exist west
of Parkes to Perth, and Adelaide
to Darwin. Level Crossings
should be eliminated as much
as possible, with necessary
protection methods where they
can’t be avoided.
On page four it is mentioned
that ARTC are going to construct
a dual standard and narrow
gauge line from the NSW border
to Gowrie. This is a backward
step, and more expensive to
construct and maintain. It
would be better to convert the
narrow gauge line to Thallon
to standard gauge. Most of the
traffic off this line would go to
the Brisbane Port facilities, which
the standard gauge line will
end at. It is hoped that a long
standard gauge tunnel will be
constructed under the range at
Toowoomba.
ARTC should also rethink
where they are to put the line in
Narromine, Macquarie River, and
Dubbo area with consideration
of suggestions mentioned by
others and myself.
Richard Bowman
Parap, NT
A 35-Car Chaos on
Wheels
John Beckhaus’ detailed feature
on a 35-car Indian Pacific required
more than one reading by me.
How or why the service was sold
to British or Canadian companies
to operate the train, instead of
leaving it with AN, is beyond
my comprehension. The idea of
someone seated behind a desk,
deciding that this highly envied
and patronised train should be
reduced in size and frequency over
the decades, defies reasoning.
Mr Beckhaus’ explanation
of the monumentally complex
marshalling requirements to not
only assemble the train in Sydney’s
inner western suburbs, then
re-assemble, in reverse at Sydney
Central, made my head spin.
He touched on the complicated
fiasco regarding the train’s linen
but failed to even mention the
unbelievable logistics required
to cater for hundreds of paying
passengers in god knows how
many dining/lounge/café cars.
The present practice of serving
dinner to hundreds trackside
in the middle of the Nullabor
Plain defies description. It would
make a wonderful Noel Coward
comedy. My heart goes out
to the entire crew (drivers and
cabin crew) should this insanely
stupid operation eventuate.
My solution; three 12-car
trains a week (Syd-Perth return),
employing more staff and
raising revenue. But then, what
would a demented 77 year-old
know? And don’t get me started
on the 6,000 passenger cruise
liners; a nightmare at sea, with
Disneyland on top… yet another
desk-bound creature’s fantasy
come true.
Noel Robertson
Nambucca Heads, NSW
Geraldton and Albany
passenger services
In reference to the report (in
Railway Digest June Edition),
to re-open a rail service to
Geraldton and Albany has been
suggested many times but has
always had a negative response
from the WA government in
power. One reason is cost,
as it would be a very costly
project and take many years to
complete.
At some point beyond
Midland in Perth’s East, the
rail line is privatised and access
would have to be gained to use
it. The Geraldton Line would
have to be upgraded, new
railcars would have to be built,
stations on the Great Southern
Line from Northam would have
to be re-opened or rebuilt,
though that would bring new
life into country towns along the
line. Rail travel time would be a
big issue, the current travel time
by road coach between Perth
and Albany is around 6-7 hours.
The suggestion of re-opening
a service from Pinjarra to
Boddinton, Williams and Narrogin
would be like building a totally
new rail line. The line from
Pinjarra to Etmilyn, where the line
pretty much ends, would have
to be upgraded from heavier
traffic. Pretty well all of the line
from Etmilyn to Narrogin would
have to be re-built, with new
bridges, new signalling, etc. The
cost would be enormous. Such a
budget would have to be sought
from the current government.
Frank Cherry
Southlake, WA
RAILWAY DIGEST
Gauge follies
Donald Horne was being sarcastic
when he called Australia the “lucky
country” and the folly of failing
to have a single railway gauge is
just one example of this luck.
About 125 years ago Mark
Twain was baffled by the need to
change trains at Albury due to the
difference in track gauge between
the neighbouring colonies. His
remark “Think of the paralysis
of intellect that gave that idea
birth” is just as valid today.
The gauge problem might
never have happened if the
advice given by the Colonial
Secretary, Earl Grey, had been
followed. In 1848 he wrote to the
NSW Governor, Charles Fitzroy,
advising that the Stephenson
4ft 8½in gauge should be used
throughout Australia. At this time
NSW covered the whole of the
eastern part of the mainland,
including what are now the
States of Queensland and Victoria.
In 1850 South Australia
became the first State to define
the gauge for any future railway
and followed the advice from
London. The next year the
southern part of NSW became
the new colony of Victoria. In
1852 the Irish engineer employed
by the Sydney Railway Company
ignored the original advice and
decided to adopt the Irish 5ft
3in gauge. South Australia and
Victoria followed suit and started
construction. Had these decisions
stayed in place the whole of the
Southeast of Australia would have
had a uniform gauge, but the
Irish engineer was sacked and the
English engineer who replaced
him decided to comply with the
original recommendation from
London. On the far side of the
continent WA decided that both
AUGUST 2021
broad and standard gauge would
be too expensive and in 1865
they adopted the 3ft 6in gauge.
Queensland did not become a
separate colony until 1869 and it
was not until 1871 that they had
a need to decide the gauge to
adopt. Out of the three potential
candidates they chose narrow
gauge for much the same
reasons as WA.
It was inevitable that the
separate systems would expand
and meet each other creating the
need to transfer passengers and
freight from one train to another.
It took more than 100 years for
Australia’s two largest cities to be
connected by rails of the same
gauge and considerably longer
to complete the same gauge link
to all mainland capitals.
As Wallace Shields points out
in the June edition of Railway
Digest the piecemeal approach
to standardisation continues
to this day. It is little wonder
that road transport of freight
dominates along some of the
busiest corridors.
Colin Butcher
Razorback, NSW
Southern Steam
Spectacular
Thanks for the excellent article
by David Campbell on the
Southern Steam Spectacular. We
were privileged to travel on that
trip and SteamRail, organisers,
volunteers and crew all helped
to make it a memorable journey.
When we watched the
movement down the centre of
the main street of Wycheproof,
it took my thoughts back to
my first visit to Port Pirie, in
1964. There, we had not only
one gauge, but both broad and
This month includes:
48 page special to celebrate
Railways of Western
Australia – 150 years
An Express Passenger Train
narrow gauges coming down
the centre of Ellen Street. There
is a picture (probably from the
1930’s or early 40’s), shown in
many antique shops, of a T Class
loco on the narrow gauge tracks
outside the Port Pirie Town Hall,
hauling a load of lead into what
was then the BHAS smelters.
Immediately past the Town Hall
and out of picture was Port Pirie
railway station (now an excellent
railway museum). Broad gauge
passenger trains, often hauled by
a 520 or 620 class locomotive,
then still used the station. Alas
no more, now leaving alone
Wycheproof and Rockhampton
with their main street railways.
As a reminder of Port Pirie’s
three gauges, the pathway up to
the newish library in part of the
replacement, now closed, new
station has tiling depicting the
three gauges from the town’s
historic railway past.
Peter Willis
Coal Point, NSW
The Second Age of Rail
In his letter about high-speed
trains, John Bevan uses a simplistic
analysis to claim that we have
no chance of having high speed
trains operating in Australia.
He overlooks the fact that
domestic air travel along the
Sydney/Melbourne corridor
is one of the busiest in the
world. FORBES rated it number
two, reaching about 10 million
passengers per annum prior to
the pandemic. This provides
an indication of how much
Australians like to travel. An
analysis based on hard data
predicted the total number of
trips within the corridor by all
modes would have been 59
Available monthly in Print and Digital
from leading newsagents and specialist
bookstores or by subscription at:
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Connect with us:
million by this year. About 13
million trips would be for the
full distance with the Sydney/
Canberra contribution not far
behind. The biggest number
of trips would be south of the
border with smaller contributions
READ ERS W R ITE
from Melbourne/Canberra and
trips within NSW.
How much of this travel
would be captured by high-speed
trains has been the subject of
several reports including three
for the VFT joint venture and
in each of the comprehensive
reports funded by the Federal
government. Over 30 years ago
the predicted patronage was
sufficient to provide an internal
rate of return that was well
above the so-called hurdle rate.
Steady growth in travel over
the past three decades would
have made the project even
more attractive. Combine that
with historically low interest
rates, lower train costs and
productivity improvements in
the construction industry and it
seems reasonable to assume that
a high-speed railway could be
commercially viable.
This may appear to be highly
optimistic, but this result has
been achieved elsewhere as
documented by Murray Hughes
in his commendable book.
Sadly, our State and Federal
governments only pay lip
service to the idea of having
high speed trains linking major
cities along the east coast. They
have adopted the conventional
wisdom that it can only be
delivered out of taxpayer funds
over far too many years. We
deserve better!
Colin Butcher
Razorback, NSW
@AusRailHistory #ausrailhistory
59
3801 steamed over the Blue Mountains on Thursday 3 June on the way to its 10-day NSW Central West Tour, and is seen here climbing the
grade between Springwood and Faulconbridge on a soft, atmospheric Blue Mountains day. Basil Hancock

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60 RAILWAY DIGEST
 ARHS
BOOKSHOP
NEWS
Using photographs from the ARHS Railway
Archives, many never published before, this
book celebrates the 38 Class locomotives,
from their wartime introduction through
to 1954.
The 38 Class represented the zenith of the
NSWGR in the steam era. This was a golden
age of rail travel, before the dominance of
the motor car and aeroplane. It was also
the peak of the railways as an industrial
powerhouse with the capacity to design and
build almost anything.
Over 100 colour and black-and-white images.

New stock received just

in time for FATHERS’ DAY!

on Monday 25 January,
trip to Thirroul and return stabled
After a successful light-enginethe following day. The locomotive was It boasted a 42-stall
modern in Australia.
a load trial was undertaken at this stage. The nominal loads hauled
were , and one of the most since January that year,
the southern hemisphere it had been in operation
Depot images by as the largest depot in te 57 class engines. Although in service for just a month at that stage.
Seen
at Enfield Locomotive return to Enfield. These 1947 and was regarded
and 640 tons on the at Junee was opened in arranged to accommoda which had been Motor
350 tons to Thirroul engine in Enfield Marshalling The new locomotive depot of the roundhouse specifically of the opening was locomotive 3817 rail motor off No.6 Griffith
stop there - in fact it
didn’t stop until CC Singleton show the ft. turntable and one-half of the photo shows the
evening ‘Flyer’ did not (then) ARHS President turned on the 90 ft. turntable at Thirroul roundhouse with a 100 29 September. The centrepieceCoat of Arms and flags. Close examination would have been the
engine which brought
dash to Strathfield. The and being Officer, so was held on Monday the NSW due at 11.30 am. 3817 cleaning and
on its eleven-minute Yard prior to departure Works Branch Liaison a special opening ceremony the roundhouse, 3817 is decorated with Express from Albury attention, most importantly
No.31 Newcastle Express ARHS Archives 165158 Singleton was Way and for Locomotive for with No.36 Up Riverina the usual mechanical Minister Maurice
we see 3811 accelerating from Sydney. D Buckle, is intent on Locomotive Depot. that day! Engineer here departing the station at 11.14 am to connect the roundhouse , receive well as Transport
During 1953 at Redfern, minutes after departure The driver, an old hand, to travel with the train as well. This arrived at Junee had time to run into that short journey. As of Junee
two hours and twenty-six on 22 August, 1952. had an official reason in the cab for that trip Train behind the engine. morning. It would have in the engine cab for Horace Chicken Jnr.
reaching Newcastle Station with the Newcastle Express an ARHS Member) was to Junee at 7.59 am that It must have been crowded under control of Driver
on the dash to Strathfield Tests CA Cardew (also No.23 South West Mail station for the official party. Engineer), the engine was
Archives 781225
3826 watches an electric
train pacing his engine
ARHS Archives 215734,
215740, 215733 positioned back at the Young (Chief Mechanical the engine as well. ARHS
Right: The Fireman of decoration, before being ner for Railways) and Commissioner to ride
7 Archives 745331 Messrs. Hartigan (Commissio who was invited by the
the road ahead. NF Reed,
ARHS O’Sullivan MLA and Horace Chicken Snr.
well-known retired Driver
Depot and his Father,
76
10 64

ARHS RAILWAY BOOKSHOPS

Central Station, Sydney – Tuesday to Saturday, 10am-4pm 96 PAGES, SOFTCOVER.
Henderson Road, Alexandria – Mon to Fri, 7am-3pm, Weekends, 8am-3pm

@ARHSRailBooks
arhsnsw.com.au
(02) 9699 4595 #arhs.nsw ONLY $40!
DUE TO RECENT COVID-19 NSW GOVERNMENT REQUIREMENTS, OUR BOOKSHOPS AND OFFICE
ARE CLOSED UNTIL FURTHER NOTICE AND GOVERNMENT ADVICE.
During this time, you can still order through our website and communicate through email at mail@arhsnsw.com.au.
If you are waiting on orders to be sent, these will be attended to once we can return to the office.

AVAILABLE ONLINE ON ARHSNSW.COM.AU/SHOP

AUGUST 2021 61
 W HIS
IL TO
A
R

R
ARHSnsw

FOR 2021
N W AY HI S T

IC
UPCOMING TOURS
IL O
TRALIA
A

VALID

R
AL S OCI ET

IC
TRALIAN

AL
TOURS

SOCIE
US
Two Day Weekend Tour,

TY
A
N
ON SW
S

DIVISI

POST Looking at the Mines and

AU

FOR ALL WHO ARE INTERESTED IN RAILWAYS

PONED Lines of Newcastle and its

Y
Inner Suburbs with Ed Tonks
2021 Tour Calendar postponed to a date to be advised
A re-creation of
Our year ahead in Tours is shaping up to be the Orange Day Train,
a very exciting year with plenty 16 travelling in Heritage Carriages
OCT
of variety on offer. hauled by 42101. NEW!

It is important to get in early and book A look at Recent Historic

as tours do sell out quickly. Railway Footage in
a presentation at the
Our Tours brochure and booking forms 23 Auchmuty Library at
are available on the website or by OCT Newcastle University and
contacting the office. a William IV Newcastle
Harbour Cruise.
NEW TOUR DATE!

LATE 402 Club, 5 Day Rail Tour

NOV to Cobar. NEW!

MAR Reverse 10 Day Grand Circle

2022 3 State Tour in 621/721. NEW!

ALL BOOKINGS NEED TO BE MADE

THROUGH THE ARHS OFFICE

For further information on Tours and Bookings please contact:

ARHSnsw Tours on 02 9699 4595 or 0428 333 443
Note - All Minors need to be accompanied by Parents or Guardians on all Tours.
ARHS (NSW) is not responsible for last minute change of locomotives or rail motor or destination by the train operator.
In the event of cancellation due to any variations to imposed COVID-19 restrictions, you will receive a full refund.
ARHS tours will comply with all COVID-19 social distancing requirements and conditions.
Refunds: up to 30 days prior – 100%; less than 30 days to 7 days – 90%; less than 7 days- Regret NO REFUND
On Saturday 3 April, ICE 158/152 crosses from the Down to
Up tracks as it departs Northgate heading for Banyo Yard.
Anthony Evans