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Vision for Stations Nine principles for the future of Britain’s stations

October 2015

Britain’s railway has a pedigree and heritage it can be proud of. This is particularly the case for many of the nation’s railway stations – the key ‘touch point’ between the railway and the community it serves.

We now have one of the most intensively used networks in Europe, with a record 1.6 billion passenger journeys made last year, the highest passenger satisfaction and best safety record of any major European railway. Stations have an important role to play in continuing this success for passengers and in supporting the sustainable development of the villages, towns and cities in which they sit.

The Rail Delivery Group (RDG) was established to offer a new way for the industry to work collaboratively, by bringing together Network Rail and passenger and freight operators. Key to the RDG’s work is identifying and helping implement ways for the railway to become more cost efficient, thereby giving the Government options to hold down fares, reduce subsidy levels and increase investment. The RDG is also committed to bringing the industry together to deliver better services for passengers and other rail users.

Foreword

A dedicated working group was set up by the RDG to look at how the industry should evolve its approach to the development and management of stations. A key output was to set out our thoughts for a future vision for stations that recognise they are more than just building assets or a place for people to access rail services. They have the potential to regenerate communities, support local identity and also be a test bed for new technologies to support and create an experience that attracts even more people to use Britain’s railway.

The Vision for Stations is the next step in establishing a strategy for realising that vision. The RDG is committed to working with stakeholders both at a local and national level to develop local solutions and network approaches that will realise the vision for the benefit of Britain.

Dominic Booth

Managing Director, Abellio UK and Chair of the RDG’s Station Strategy Group

Sheffield station

Introduction

Britain’s stations: a national asset

Britain’s railway stations are an important element of the nation’s infrastructure and transport system. They represent an investment by taxpayers past and present and an important legacy to be nurtured and utilised. Railway stations offer the opportunity to contribute to the attractiveness of rail journeys and have the potential to support the development of ever more vibrant, growing and attractive local communities.

Working together to create better stations

As the rail industry’s leadership group we are keen to establish a vision for Britain’s stations that creates the context for conversations with local and national decision makers, with rail passengers and with neighbours of stations. In this document we set out our vision for Britain’s stations and nine principles we think should shape the approach to their successful evolution.

Why have a vision for stations?

The rail industry and the communities it serves continue to see significant change and this is particularly the case at stations. There is a wide range of views on stations and we believe that a Vision has the opportunity to reaffirm and assure that the divergence of views are understood. In developing and implementing actions, these views will be assimilated resulting in a station estate that optimises each station in its local context and as part of a national transport network.

Given the scale and scope of the station estate the challenges are large and there is a need for long term thinking. Establishing a clear vision can provide a stable policy-base upon which to build long term strategies.

Many people and organisations have contributed to the revival of stations around the country. The Vision aims to empower and support communities, businesses and the rail industry to take this further by providing a guiding set of principles to support the evolution of Britain’s stations.

Llanfair PG station

Our vision is for Britain’s stations to be places which are inclusive and welcoming, and which encourage everyone to travel by rail.

This vision will be enabled by those working at the station, by the innovative use of technology, and by the involvement of the communities which stations serve.

Overarching vision

“ “

Context

Britain has in excess of 2,500 stations with over 2.5 billion rail journeys made each year. Stations provide access to rail travel for the majority of people living in Britain, with over 85% of the population living within five kilometres of a railway station.

They are an enduring feature of Britain’s landscape with most stations built over 100 years ago. While many aspects of our national way of life are under threat (traditional high streets, post offices, cottage hospitals, local pubs and even churches), the rail network has remained largely unscathed since the 1970’s and is now seeing sustained growth.

An increasingly mobile population will wish to travel more often and with greater ease, while expecting comfort and consistent service whenever they travel. Customers’ needs for convenience and quality of service will continue to increase as their expectations of the experience will change. The UK’s rail network is at the heart of meeting these aspirations which will support the sustainable and economic growth of the nation.

The importance of stations

It is in this context that there is a risk of our nation’s stations not keeping pace with rapidly changing expectations and needs. Stations have the potential to materially contribute to the changing needs of communities and rail users. The Vision and its underlying principles aim to address this risk and place stations at the very heart of the railway network and local communities.

Stations are vital to our railways, providing the gateways and shop windows to the rail network. They provide both a functional and emotional role in rail journeys: a functional role in enabling passengers to access train services; and an emotional role setting the tone for the start and the end of the journey.

Experiences at stations affect the whole journey and how it is remembered by passengers. A positive experience irrespective of individual needs can do much to encourage greater rail travel. For this reason our Vision for Stations is that they will be both pleasant places to be, and efficient in enabling all passengers, whatever their needs, to have a comfortable, enjoyable and hassle-free journey.

Stations are a vital ingredient within the country’s transport system and within local communities. They can be a major contributor to national and local economies.

Overarching vision

Maximising their contribution

More than this, stations have a role beyond the rail network. Their buildings, operation, use and staff help underpin the social fabric of their local communities. Many of them can offer more to their communities, and the nation as a whole.

To fulfil these roles our stations will be managed in a dynamic and proactive manner which takes account of both the immediate needs of passengers along with the wider and longer term needs of local communities and the UK economy. In a period of great social, technological and economic upheaval it is not enough to act as we have done in the past – we must look to the future and ensure that stations are at the forefront of innovation and good practice.

The measure of success

There has been significant investment in stations but our Vision for Stations wants to build on this. Work is already underway to implement the principles set out in the Vision. But by 2030 the industry will have engrained the Vision principles into the day-to-day management of every station and in the long term planning of the network. The principles will be applied as a matter of course with the result that stations are better for customers, for staff, for train operators, for local communities and the country as a whole.

This will be a reality in all stations, each of which is recognisable, familiar and intuitive to its users, while also reflecting local character and needs. Stations will act as an efficient means of enabling people to travel by rail, but will do much more than this by helping to make rail an attractive option for all.

Our vision is that Britain’s network of stations will, by 2030, be something the country can be proud of. We are setting out to more than satisfy requirements but rather to ensure that we take every opportunity to ensure that all stations serve their communities.

Metrics will be developed to monitor and benchmark stations and help drive improvements.

Liverpool South Parkway station

The principles – Nine P’s – described over the following pages are designed to underpin the overall Vision for Stations and illustrate how it will be achieved.

The Principles

P6: Entrepreneurial spirit

View stations as potential catalysts for innovation and entrepreneurship, and thereby enhancing the railway and local economies.

P7: Flexible and long-term stewardship

Plan and operate stations for the long term, with built in flexibility to adapt to change.

P8: Shared industry know-how

Share knowledge and experience of what works best at stations in meeting passengers’ diverse needs in the most efficient and effective manner.

P9: Optimised network

Realise the full value of every station while minimising inefficiencies through investment and operation based on objective and informed decision making.

P1: Customer focussed

There has been significant investment in stations but our Vision aims to build on this.

P2: Intelligent use of technology

The latest information and ticketing technologies are fully utilised to support and enhance the experience at stations.

P3: Seamless journey experience

Ensure stations are fully integrated with rail services and onward travel modes (including walk, cycle, bus, car, tube, transit, metro, air, ferry or ship).

P4: Reflect local needs and opportunities

Tailor stations to reflect local needs and characteristics while still being part of a recognisable national network.

P5: Safe and secure environment

Ensure all stations and their localities are places where users can feel safe and secure.

Glasgow Central station

Principle 1

P1 Customer focussed Build an inclusive culture in which the needs of all customers are placed at the heart of every station

correct balance between standardisation and customisation will be a key consideration for the evolution of our stations.

Cutting through this, it is vital that across all stations, up-to-date, reliable passenger information is provided, even though the way the information is delivered may vary. This is both more challenging and more important when there is service disruption, so consideration must be given to how to keep passengers informed at stations when things do go wrong.

Staff, whatever their role, play a vital part in providing a positive customer experience. Our vision is for staff to be orientated around making journeys easier and more enjoyable so that passengers want to travel by rail more. To enable this, the roles of some staff may need to evolve and become more flexible and multi-faceted.

Part of being customer focussed is about listening to customers and giving them a voice, and then also having procedures in place to enable their views to be acted upon. This is a practical way in which a customer focussed culture can make a noticeable difference on the ground. It also requires different organisations involved in delivering the service to work together for the benefit of customers.

At the same time, we need to be aware that customer needs are changing, and be able to keep one step ahead of these changes. These changes include an ageing (but more active older) population, changes in the technologies available to customers, and changes in expectations of customer service.

P1: Customer focussed

We recognise that customers are at the heart of everything we do and that we should understand how their needs vary depending on their journey, their personal circumstances and preferences.

Whilst acknowledging differences, stations should be:

• Inviting environments, which appear attractive, uncluttered and safe both on the approach to the statiion and once inside;

• Inclusive so that everyone can use them (including disabled people or those with heavy luggage), thereby going beyond the minimum standards set out in the Equality Act’s public sector equality duty (2010);

• Informed so that travellers feel empowered by knowing their way round the station and when and where their train is going from;

• Intuitive so stations are easy to use, engaging people to use them, whether or not they are familiar with them.

Within this general framework, differences should be accepted and celebrated. What customers need and expect is very different at a small commuter station compared with a town centre station used by leisure travellers, business travellers, tourists as well as commuters. So, the facilities available at each station should reflect the differing needs and desires of users.

While stations should reflect these differences, consistent design standards are important, so that good ideas and best practice are shared and there is some sense of familiarity in the station environment. Achieving the

Principle 1

Principle 2

P2 Intelligent use of technology The latest information and ticketing technologies are fully utilised to support and enhance the customer experience at stations

P2: Intelligent use of technology

Information and ticketing technologies are developing and improving all the time and where these offer benefits we must exploit them to the full. This does not mean deploying technology for its own sake, but does mean identifying how it can make using stations easier and more enjoyable and then deploying the technology to this end.

This may mean, for example:

• station staff being equipped with tools which make it easier for them to fulfil the role of an informed advisor and helper, particularly in times of disruption, so freeing them up to provide customer support;

• when staff are not available at the station, using technology to provide customers with information and reassurance;

• when services are disrupted, utilising a variety of information technologies to provide access to reliable real-time information;

• customers are given the choice of using their own mobile devices for their information needs;

• using information technology to help smooth the path through the end-to-end journey by helping with connections to and from the station;

• providing customers with options for added-value services, including WiFi;

• using technology to enable customers to provide instant feedback, such as reporting litter, graffiti or vandalism and to provide positive ideas for improvement;

• using social media as an effective two- way communications tool, particularly when there is a system failure or serious, sudden disruption;

• facilitating passenger-to-passenger communications so customers can share ideas and tips.

Whilst the most immediate use of technology is to keep customers informed, it could support the planning and management of stations. For example, metrics can be developed to track the condition, performance and use of each station, while also providing inputs to strategic decisions concerning the development of the stations network, including highlighting the potential need for additional capacity.

However, given the transient nature of technology, the way it is harnessed needs to be kept under review. Within our Vision stations should be at the leading edge of deploying effective technologies rather than simply following the latest trend.

Not all customers want to use technology all the time, so for example, traditional media will continue to play an essential role in providing customer information. This will include timetables, posters, and telephone helplines. Technology should be used to facilitate much valued personal contact at railway stations and not to replace it.

Principle 2

Principle 3

P3 Seamless journey experience Ensure stations are fully integrated with rail services and onward travel modes (including walk, cycle, bus, car, tube, transit, metro, air, ferry or ship)

P3: Seamless journey experience

Integrating stations into the wider transport network is essential for easy-to-make journeys. This means a continual process of improving the connectivity of journeys to and from our stations, as well as the last (and first) few metres within the station itself. The ongoing nature of this task reflects the changes that can be expected around our stations to:

• walking facilities and wayfinding information • cycle routes, cycle parking

and cycle hire facilities • bus services • tram, tube and metro services • roads and car parking facilities • car clubs • taxis and private hire operations.

When considering the overall journey there is a need to be supportive of local policies and ambitions. This can mean prioritising active and sustainable modes (walking, cycling, public transport). We recognise the value in making it easier and more pleasant for customers to walk to and from stations: this is good for the customer as it encourages active travel; good for the station as it reduces pressure on transport facilities such as car parking; and good for communities as it improves air quality.

Station information is equally important. Elements to consider include:

• wayfinding signs to and from the station • clear signage to assist with interchanging

between modes, for example for car parking, cycle parking, and bus stops

• local area maps at the station • real time and timetable information for buses • information available online and on

customers’ smart phones to help with travel to and from the station.

Partnerships are key to the delivery of an integrated end-to-end journey. It will be important for station operators to engage positively with relevant local authorities and transport operators, and where appropriate with local destinations such as tourist attractions. These partnerships will be valuable for integrated information, connected services, and multi-modal tickets or smart cards.

Our overall approach will be to take a holistic approach to the end-to-end journey with the station taking a central role, but within the context of the wider journey.

Principle 3

Principle 4

P4 Reflect local needs and opportunities Tailor stations to reflect local needs and characteristics while still being part of a recognisable national network

P4: Reflect local needs and opportunities

Stations should not sit in isolation from their local communities and should reflect their needs and aspirations. Communities should have a real stake in their stations. This may mean, for example, using local suppliers and retailers where they can offer a high quality service which also adds local character and supports local enterprises.

Stations should be seen as community assets and not just part of the railway infrastructure.

In order to understand and involve local communities, a variety of organisations need to be engaged, such as:

• local planning and transport authorities • local economic partnerships (LEPs) • tourist boards • local tourist attractions • town centre managers • schools, colleges • major employers • community groups • local voluntary organisations • local passenger groups.

Principle 4

Working with relevant interested parties each stations’ role in the community can develop and evolve as a positive facilitator for change. In some cases this might involve a Community Rail Partnership or Adopt-a-Station scheme, or it might include jointly funded development projects. At many stations there is the opportunity to utilise spare capacity to provide valuable community services such as a grocery shop, library, drop-in health centre, nursery, bank, or Post Office.

In general, stations should be good neighbours who care about their local communities.

To achieve this, railway station staff should be further empowered. These are the people on the front line that know the local communities best and understand the limitations and potential of their stations. Station employees will also be encouraged to participate in and support community projects.

Nevertheless, while accommodating local needs, every station should remain a recognisable part of a national network, with national standards and shared best practice.

Principle 5

P5 Safe and secure environment Ensure all stations and their localities are places where users can feel safe and secure

P5: Safe and secure environment

The most basic requirement of a station is that it is a safe and secure place to be, and this must be the case for all stations, irrespective of size and location.

Further, it is important that the public recognise this and that fear for personal safety and security of property is not a deterrent to using the railway. This should also extend to routes to and from the station, which means working with those responsible for the highways and footways around the station.

Satisfying the requirement for a safe and secure environment will vary at each station and will involve consideration of:

• employing best practice design principles to minimise slip, trip and fall risks, and help prevent crime against people and property at the station;

• staff awareness and training; • lighting installation and maintenance; • footpath maintenance; • effective working with the British

Transport Police and local police forces to reduce anti-social behaviour, crime, and terrorism threats;

• use of facilities such as CCTV and ‘Help Points’;

• effective crowd management at busy stations to maintain safety while speeding up boarding times;

• use of passenger information delivered through a variety of media to reduce the impact of planned or unplanned disruption;

• efficient and effective revenue collection and protection procedures;

• security measures employed at station car and cycle parks;

• cleaning regimes which ensure stations remain graffiti-free.

Station staff play a pivotal role in reassuring station users and helping them to feel secure, particularly if they are visible and approachable.

At unstaffed stations (or stations where staff are part-time) it is even more important that safety and security is designed-in, and that the station is maintained to the highest standard. Customers can be encouraged to help by reporting issues knowing that their report will be acted upon. Steps need to be taken to facilitate and encourage customer feedback and ensure an efficient train company response.

At both staffed and unstaffed stations safety and security can be enhanced in and around stations by working closely with local communities.

Principle 5

Principle 6

P6 Entrepreneurial spirit View stations as potential catalysts for innovation and entrepreneurship, and thereby enhancing the railway and local economies

P6: Entrepreneurial spirit

Stations should be seen as focal points for forward thinking and the application of innovations. This will be achieved by engendering a positive, “can-do” spirit in which entrepreneurs flourish. It means being prepared to try different ideas and if necessary, learn from the experience in order to develop approaches which can be rolled out on a larger scale.

This mindset is important because of the rapidly changing and developing future and the imperative to avoid being stuck in the past. Some of the uncertainties and opportunities are around:

• shopping patterns and expectations for an attractive retail environment as an antidote to the virtual world of internet shopping;

• the trend for more transient ‘pop-up’ retail outlets which are ideal for smaller community-based or start-up retailers;

• changes in retail logistics, with stations being increasingly used as places customers can pick up deliveries;

• changes in payment methods with a move away from cash and physical tickets to the use of cards and chips of varying types, including the use of contactless bank cards, mobile phones, and smart cards;

• the availability and use of data such as that from people using their smart phones for on-line searching and purchasing;

• intelligent CCTV; • wearable technology and technology

implants.

We therefore need to maintain an up-to-date awareness of emerging trends.

To support this, contractual mechanisms which facilitate partnership working must be established. This includes developing relationships with private sector developers which can benefit station users, local communities and the private developer.

This change in mindset cannot happen overnight, so pilot projects across a range of circumstances to develop our approach and demonstrate its value would be an appropriate way forward in the short term.

Within the context of a rapidly changing world we believe it is worth celebrating the heritage inherent in many of our stations, and recognising that this can provide a catalyst to innovative thinking. The opportunity here is to combine the best of the historic character of a station with the benefits which the latest technology can afford.

Leeds station’s re-purposed Western concourse

Principle 6

Principle 7

P7 Flexible and long-term stewardship Plan and operate stations for the long term, with built in flexibility to adapt to change

P7: Flexible and long-term stewardship

Many stations are over a hundred years old and we expect that stations will be standing for generations to come. There are two clear implications for this:

1. Stations must be managed as sustainable, long-term assets.

2. Flexibility has to be built in so we can respond rapidly and efficiently to changes and the unexpected.

Stations need to be managed in a manner which ensures their long-term economic, environmental and social sustainability. Staff responsible for stations should see themselves as custodians of a precious resource. This approach should be backed up by contractual frameworks consistent with this Vision.

Station managers should:

• optimise the use and management of space to derive additional revenue or reduce costs;

• develop station masterplans to help ensure that the station remains in-tune with wider developments in the area it serves;

• prioritise investment for best return without ignoring benefits of maintaining or increasing the characteristics of a single integrated network;

• look to attract third party funding for enhancing the station alongside new development;

• adopt a flexible approach to asset management to allow for patronage growth, effective crowd management and community usage;

• deploy technologies which have positive long term environmental benefits such as measures to save water, reduce waste, increase recycling, reduce energy use, and generate clean energy;

• utilise data and agreed industry metrics to respond quickly to changing conditions, pre-empting issues where at all possible;

• remain aware of climate change and be prepared for its consequences.

Part of good stewardship for individual stations means being aware of the bigger picture and the interactions between stations. Longer term strategies for stations serving the same geographic market will be important, and these will be helpful for assessing future needs and supporting funding bids.

In 2030 we expect railway stations to be in better shape and better adapted to their surroundings than today. We anticipate that this will be reflected in customer feedback.

Principle 7

Principle 8

P8 Shared industry know-how Share knowledge and experience of what works best at stations in meeting passengers’ diverse needs in the most efficient and effective manner

P8: Shared industry know-how

There has been a great deal of investment in recent years. Maximising the value of this by learning the lessons and applying them across the network must be a priority.

Some practical ways this ambition can be achieved include:

• sharing ideas, experiences and lessons learned using case studies, with good practice incentivised;

• development of clear and coherent design guidelines based on good practice;

• sharing of customer feedback and research; • establishing a network of individuals

who can ensure knowledge is spread; • bringing in ideas from other

countries and other industries; • establish a shared understanding of

“what good looks like” in regard to station design and management;

• develop standard modular components and designs (capable of tailoring) to minimise cost without compromising quality.

In moving towards a more dynamic, customer focussed approach to managing stations, sharing ideas and lessons will become increasingly important as a means of quickly spreading good practice and reducing wasted effort. An advantage we have is that by and large, stations complement each other and rarely compete. This means that sharing knowledge concerning stations benefits everyone.

To this end, agreed station performance metrics will be a valuable tool in benchmarking stations and identifying stations in similar circumstances which are achieving different levels of performance. In this way, it should be possible to identify high performing stations which may have lessons for other, similar stations.

One valuable approach to advancing and sharing industry knowhow will be to develop a small number of concept stations. These will provide a forum for testing more innovative solutions to the challenges faced by stations in different situations, such as small unstaffed stations, stations used heavily by tourists or passengers with heavy luggage, or stations designed to meet the needs of people with disabilities.

Principle 8

Principle 9

P9 Optimised network Realise the full value of every station while minimising inefficiencies through investment and operation based on objective and informed decision making

P9: Optimised network

Britain’s network of stations has developed on an incremental basis over the last century and a half and has not always kept pace with changing circumstances. The consequence is that some stations have not fulfilled their full potential, while others have failed to adapt to changing customer needs.

Our Vision is to exploit every station’s full potential while at the same time removing inefficiencies. The starting point for this is to understand the unmet potential of our stations, including the potential for utilising or operating stations in innovative ways, and not just as the means for passengers to access the rail network.

The starting point is to ask questions such as:

• how well does a station perform (in terms of usage) relative to similar stations?

• could more people be attracted to this station if it looked more welcoming?

• would more people use it if it was easier to get to?

• how does the retail offer compare with what customers might want at a station like this?

• is there potential for local enterprises (commercial or social) to increase station patronage?

• are there any significant developments in the area which may have a major impact on future usage?

• is there an unmet need for a station where one does not currently exist?

• what role could the station perform for the community alongside its role as a gateway to the railway network?

• what role does the station play in the wider rail network?

• how and where can staff be best deployed across the network to maximise their value?

Lewes station

Principle 9

The emphasis of this process is identifying opportunities to increase the revenue generated at each station, then to explore how this potential can be realised. In a few exceptional cases it may be that a station is unsustainable and that even after examining all the possibilities for community involvement the best option is to close the station and redistribute resources elsewhere. Our vision is that decisions over the composition of the network are informed by comprehensive and objective evidence, with due consideration given to passengers, local communities, rail operations, taxpayers, and in the light of long term plans for the network.

A key tenet of the optimised network principle is that decisions are based on potential rather than current actual demand. In this way we will avoid the catch-22 situation where a station is under-used because it is not being properly looked after, but further resources aren’t allocated to it because it is under-used. This approach also opens the way to considering possible new stations, not forgetting that examining the case for a new station will involve examining the effect on other stations serving the same geographic market.

This reflects the importance of the network of stations, and considering how the potential of the whole network can be increased, as well as that of individual stations.

Doleham station

Principle 9

St Helens Central station

The Vision was formally launched at Stations Summit II following a year-long process of engagement and consultation.

The Vision was developed by the RDG’s Station Strategy Group whose current members are:

Chair: Dominic Booth (Abellio) RDG Lead: Jonathan Chatfield Norrie Courts (Network Rail) David Biggs (Network Rail) Richard Kirkman (Network Rail) Gareth Rees (First Group) Ian Bullock (Arriva) Jeremy Long (MTR) Mark Rose (Department for Transport) Peter Batten (Department for Transport) Elizabeth de Jong (RDG) Ruud Haket (Keolis) Ryan Flaherty (Serco) Jonny Wiseman (Stagecoach) Simone Bailey (Abellio) Stuart Parker (National Express) Alex Foulds (Go-Ahead) The Group was supported by Steer Davies Gleave in the development of the Vision.

The Rail Delivery Group (RDG) was set up in 2011 to provide leadership to Britain’s rail industry, bringing together the owners of Britain’s passenger train operating companies, freight operators and Network Rail.

Its mission is to promote greater co-operation between these groups through leadership in the industry and by working together with Government, the supply chain and stakeholders.

The RDG is committed to the long-term health of the railway as well as the need to see improvement in the shorter term. It does this by developing strategies for the industry to put into practice and by proposing solutions for policy makers to implement.

Contact for more information:

[email protected] 200 Aldersgate Street, London EC1A 4HD www.raildeliverygroup.com

order resources/300483_2017_Autumn_Internal.pdf

300483 Engineering Project

Autumn 2017

Edition: Autumn 2017 Copyright c©2017 University Western Sydney trading as Western Sydney University ABN 53 014 069 881 CRICOS Provider No: 00917K No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage and retrieval system, without the prior written permission from the Dean of the School of Computing, Engineering & Mathematics. Copyright for acknowledged materials reproduced herein is retained by the copyright holder. All readings in this publication are copied under licence in accordance with Part VB of the Copyright Act 1968.

Unit Details

Unit Code: 300483

Unit Name: Engineering Project

Credit Points: 20

Unit Level: Undergraduate Level 4

Assumed Knowledge: Not Applicable

Modes of Delivery

Mode Hours

Workshop 2

Note: Students with any problems, concerns or doubts should discuss those with the Unit Coordinator as early as they can.

Unit Coordinator

Name: Dr Dharma Hagare Phone: (02) 4736 0134 Location: XB.2.47, Kingswood Campus Email: [email protected] Consultation Arrangement: By appointment

Teaching Team

Name: School Academic Staff Location: Check Western U Staff Directory for the contact details Consultation Arrangement: Consult with your project supervisor(s)

Note: The Learning Guide Companion supplements this document

Contents

1 About Engineering Project 2 1.1 An Introduction to this Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1.2 What is Expected of You . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 1.3 Changes to Unit as a Result of Past Student Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 Assessment Information 3 2.1 Unit Learning Outcomes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2.2 Approach to Learning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2.3 Contribution to Course Learning Outcomes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2.4 Assessment Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 2.5 Assessment Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.5.1 Progress Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2.5.2 Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 2.5.3 Final Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

2.6 General Submission Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3 Teaching and Learning Activities 13

4 Learning Resources 14 4.1 Recommended Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1 About Engineering Project

1.1 An Introduction to this Unit

This unit includes a capstone project which demonstrates student’s professional level of identifying, planning, designing, executing, testing and documenting an engineering project or activity.

1.2 What is Expected of You

Study Load A student is expected to study an hour per credit point a week. For example a 10 credit point unit would require 10 hours of study per week. This time includes the time spent within classes during lectures, tutorials or practicals.

Attendance It is strongly recommended that students attend all scheduled learning activities to support their learning.

Online Learning Requirements Unit materials will be made available on the unit’s vUWS (E-Learning) site (https://vuws.westernsydney.edu.au/) You are expected to consult vUWS at least twice a week, as all unit announcements will be made via vUWS. Teaching and learning materials will be regularly updated and posted online by the teaching team.

vUWS will be used to provide information to students. No additional requirements.

Special Requirements Essential Equipment: Not Applicable Legislative Pre-Requisites: Not Applicable

1.3 Changes to Unit as a Result of Past Student Feedback

Student feedback pays a vital role in improving the quality and educational effectiveness of Western Sydney University units and in ensuring academic staff keep in touch with student needs. You are welcome to provide feedback that is related to the teaching of this unit. At the end of the semester you will be given the opportunity to complete a Student Feedback on Unit (SFU) questionnaire to assess the unit. If requested by your unit coordinator, you may also have the opportunity to complete a Student Feedback on Teaching (SFT) questionnaire to provide feedback for individual teaching staff.

As a result of student feedback, the following changes and improvements have recently been made: – Important feedback has been received from the students through the SFU about communication between supervisors

and their students. The routine meetings between supervisor and students should be absolutely ensured during the course of the semester.

https://vuws.westernsydney.edu.au/

2 Assessment Information

2.1 Unit Learning Outcomes

Outcome

1 Apply the theoretical knowledge gained during the course to develop practical and innovative engineering solutions.

2 Apply the project management principles to an engineering project.

3 Demonstrate the understanding on the importance of client/ end-user consultation and satisfaction and develop engineering communication abilities on good oral presentation and engineering report writing skills.

4 Implement ethical, social, economical and environmental responsibilities of an engineer.

5 Recognise the importance of time and financial management in the context of an engineering project.

6 Understand methods for carrying-out systematic research.

2.2 Approach to Learning

Type Approach

Workshop

There is no lecture and tutorial in this unit except for two compulsory information ses- sions/workshops each semester which are delivering important information on capstone projects. Students are compulsorily required to attendant the two workshops in their first semester of enrolment into the unit in either Autumn or Spring. Students are expected to manage their time appropriately and individually in order to successfully complete the capstone project chosen. It is expected that the students allocate a minimum of 10 hours per week per student for carrying out the project.

The unit learning outcomes are measured through the assessments designed to measure the progress achieved for the project. Feedback on assessments will be released to students after submission to assist students to easily identify weaknesses in their work and to improve their performance accordingly.

vUWS The lecturer will communicate to students online via vUWS, including placing of announcements, teaching materials and assignments. Students are advised to check the vUWS regularly.

2.3 Contribution to Course Learning Outcomes

3621: Bachelor of Engineering Course Learning Outcomes ULO 1 ULO 2 ULO 3 ULO 4 ULO 5 ULO 6 1. A comprehensive knowledge of scientific principles applicable to solve engineering problems Assured 2. An ability to fluently use systems approach in specialised domains Assured Assured 3. The expertise to employ research skills to find innovative solutions Assured 4. An enthusiasm to actively seek and adopt sustainable solutions to local and global problems Assured 5. An ability to engage in multi-disciplinary teams in a professional and ethical manner Assured Assured 6. Effective oral and written communication skills Assured 7. Sound leadership and project management skills Assured Assured 8. The skills to recognize progress in their field and the commitment to pursue continuous professional development

Assured Assured Assured

2.4 Assessment Summary

The assessment items in this unit are designed to enable you to demonstrate that you have achieved the unit learning outcomes. Completion and submission of all assessment items which have been designated as mandatory or compulsory is essential to receive a passing grade.

To pass this unit you must: - Achieve 50% for both progress report and final report; and - Achieve 50% overall for all assessments.

Item Weight Due Date ULO’s Assessed Threshold

Progress Report 15% 12 noon Friday of 14th week of the 1st half session of the enrolment in the unit.

1, 2, 3 No

Presentation 15% Held in the week of intra-session break of the 2nd session of the enrolment in the unit (Combined with Honours Thesis oral presentations)

1, 2, 3, 4, 5, 6 No

Final Report 70% 12.00 noon Friday of 14th week of the 2nd half session of enrolment in the unit.

1, 2, 3, 4, 5, 6 No

Note: Results may be moderated before you receive your results. Moderation is a process whereby the unit coordi- nator regulates the marking of individual markers to achieve consistency in the application of unit objectives, perfor- mance standards and marking criteria. Marks for an individual piece of assessment will not be changed after you have your results. You should note that, consistent with the Assessment Policy - Criteria and Standards-Based Assessment (http://policies.uws.edu.au/view.current.php?id=00227), the final marks for the cohort may also be adjusted if marks are very high or low or there are inconsistencies between groups.

Feedback on Assessment Feedback is an important part of the learning process that can improve your progress towards achieving the learning outcomes. Feedback is any written or spoken response made in relation to academic work such as an assessment task, a performance or product. It can be given to you by a teacher, an external assessor or student peer, and may be given individually or to a group of students. As a Western Sydney University student, it is your responsibility to seek out and act on feedback that is provided to you as a resource to further your learning.

In this unit you can expect written and spoken responses within several weeks of assessment submission; for the progress and final reports (four weeks) and for the oral presentation (two weeks).

http://policies.uws.edu.au/view.current.php?id=00227

2.5 Assessment Details

2.5.1 Progress Report

Weight: 15%

Type of Collaboration: Both (Individual & Group)

Due: 12 noon Friday of 14th week of the 1st half session of the enrolment in the unit.

Submission: Submit to XB Reception

Format: Group Progress Report (Group) & Individual Management Report (Individual)

Length: Report - minimum of 3,000 words each student

Curriculum Mode: Report

Instructions:

The progress report is assessed for students enrolled in their first half session of this unit. The progress report is a record of the work undertaken to the time of submission. It should reflect the workload of 10 hours per week per student, in undertaking research to provide background information, meet with the client(s), carryout extensive literature review, formulate objectives, develop methodologies and a timeframe for both two half sessions, and undertake relevant fieldwork/ laboratory work/ data collection and analysis. The team work and individual learning activities on the project conducted should be detailed in the individual management report from each team member, being part of the progress report. The Progress Report includes two parts: a) Group Progress Report; and b) Individual Management Report. Both of them must be completed in Microsoft Word. a) Group Progress Report: A hard copy of the Group Progress Report for each group must be submitted. The similarity index page of the Turnitin Report (the link is available on vUWS) and an Assignment Cover Sheet should be included in the Group Progress Report. The report will not be considered as submitted if it does not contain the similarity index page of the Turnitin report and a penalty of 10% deduction of the mark obtained per calendar day will be applied until the Turnitin report is submitted. The similarity index of the Progress Report should be no more than 15%. The meeting minutes, which students are to take during scheduled team meetings (if more than one student in the group), client meetings and advisory meetings should be included as an appendix in the Group Progress Report. b) Individual Management Report: The contents of the Individual Management Report include the week-by-week based engineering logbook and peer-review report for the first half session. The engineering logbook is a weekly diary which is used to record your activities every week. The confidential peer-review report, for marking your teammates performances on the project during the semester must be completed. This report also needs an Assignment Cover Sheet. If the student does not submit the Individual Management Report, she/he will not get the mark on the Group Progress Report. The templates for these documents can be found on vUWS. One SPIRAL BOUND hardcopy of the Group Progress Report for each group as well as a bound hardcopy of Individual Management Report for each team member must be submitted in person at Building XB Reception (Please retain your receipt). Format of the submission: The Group Progress Report must be a professional engineering report. The minimum length of the report is 3,000 words per student (excluding appendices and annexures). The copy of the Group Progress Report will be retained in the School, not returned to the students. The Group Progress Report is expected to include:

– Introduction (details justifying the choice of the project; background information, problem definition, objectives and scope)

– Comprehensive literature review related to the project. – Data collection and analysis (as much as possible) – Methodologies and time framework for both two half sessions – Some indications on the possible outcomes – Draft outline of the final report – Gantt chart outlining the schedules for the future work and milestones. – Turnitin report – Meeting Minutes within the team and between the supervisor(s) and the team

If more than one student is involved in the project, the Group Progress Report must include the details of the composition of the group with clear indication on the contribution of each member of the group. Past and future contributions from each member of the group must be clearly defined. This information will be used along with the individual peer-review reports to assign individual marks for each student in a group. Individual Management Report is expected to include: - Engineering Logbook for individual activities conducted during the 1st half session - Peer-review Report on team members performances during the 1st half session if more than one student is involved in the project.

Resources: Groups are expected to work closely with their supervisors to progressively complete the various chapters and sections of the Group Progress Report during the semester. AVOID leaving the writing of the report to the end of the semester.

Marking Criteria:

Criteria High Distinction Distinction Credit Pass Unsatisfactory

Problem identification/ definition, clear objectives and scope. 2.5%

Well written background leading to excellent problem definition, objectives and scope. Included all the important references.

A very good problem definition with most of the important references.

A good problem definition with only some important references.

Just satisfactory problem definition with only few important references.

No proper problem definition with very little referencing.

Literature review 5%

Excellent literature review with all the relevant references. Covers both depth and breadth.

A very good literature review with most of the important references. Covers only the depth and no breadth.

A good literature review with only some of the important references. Does not cover both depth and breadth.

Just satisfactory with few references

Inadequate literature review with less than 3 references.

Theoretical background, data collection and analysis and technical/ design information 5%

Excellent quality of work in terms of data collection and analysis for the first session.

A very good quality of work.

Good quality of work with only partial data collection and analysis for the first session.

Just sufficient data collection and analysis for the first session.

Inadequate data collection and analysis.

Project management 2.5%

Conducted lots of meetings - members (in the case of group project), client, and academic advisor - are clearly documented, with actions and dates of actions also clear. A detailed Gantt chart is included.

Conducted a number of meetings - group, client, technical advisor - are clearly documented. A good Gantt Chart is provided.

Conducted a number of meetings - group, client, technical advisor - but are not clearly documented. A good Gantt chart is provided.

Conducted only a few meetings - group, client, technical advisor - with limited documentation. A Gantt chart is provided.

Inadequate number of meetings and the documentation. Inadequate Gantt chart.

2.5.2 Presentation

Weight: 15%

Type of Collaboration: Both (Individual & Group)

Due: Held in the week of intra-session break of the 2nd session of the enrolment in the unit (Combined with Honours Thesis oral presentations)

Submission: In Class

Format: 20 Minute PowerPoint Presentation

Length: 30 minutes

Curriculum Mode: Presentation

Instructions:

Each student or group (in the case of a group project) is to present the project in a discipline-focussed day in front of their peers, supervisors and the clients. Usually 20 minutes are assigned per project with 5 minutes for questions at the end for a team of three. These presentations are expected to provide opportunities for getting feedback from peers, supervisors and clients. One week, prior to the oral presentation students must submit their Project Description to the Unit Coordinator. Students must prepare their presentation using PowerPoint or any other presentation computer software. Presentation schedules and venue will be published nearer to the event. If a group of students are involved with a project, all the group members must be present during the presentation and present their part of work. The presentation mark will be awarded to each individual speaker. Absentees or non-participants will receive zero mark. Your presentation will be marked by two academic staff. Students must:

– Dress presentably; – Be informed about the whole project, not just the section they have rehearsed to present; – Be able to speak loudly and clearly so that the audience can follow the slide presentation as well as the spoken

presentation; – Make eye contact with parts of the audience at all times, not talking to the wall on which the projection is showing; – Be prepared to answer questions on any part of the project, not to deflect the question to another member in the

first instance; – Speak only for as long as the shared timing allows, to enable all members of the group to speak.

Resources: Students are advised to work closely with their supervisors to develop presentations that reflect the key objectives, method- ologies and outcomes of their projects.

Marking Criteria:

Criteria High Distinction Distinction Credit Pass Unsatisfactory

Content 10% Has reported in detail on the theory as well as the practical processes involved in the project. Excellent data collection and analysis. Includes a section on Project Management issues

Covers the theory and practical components, but has poor association between the two.

Shows good understanding of the technical part of the project, but lacks data analysis and interpretation.

Presented lots of data but lacks analysis.

The information presented is general - no detail provided relating to the theory, practical application and data analysis

Clarity and professional-ism of presentation 5%

Well laid out, easy to read, well-illustrated where needed. Good quality slides with few dot points on the slide but explains the dot points in speech.

Good quality slides but reads from slides.

Slides illegible or difficult to follow - usually too much information per slide.

2.5.3 Final Report

Weight: 70%

Type of Collaboration: Both (Individual & Group)

Due: 12.00 noon Friday of 14th week of the 2nd half session of enrolment in the unit.

Submission: Submit to XB Reception

Format: Group Final Report (Group) and Individual Management Report (Individual)

Length: Report - minimum of 3,000 words each student

Curriculum Mode: Report

Instructions:

This should be a professionally written comprehensive engineering report, which can be submitted to the client. The team work and individual learning activities on the project conducted should be able to be found in the individual management report for the second half session from each team member, being part of the final report. The Final Report also includes two parts: a) Group Final Report; and b) Individual Management Report. Both of them must be completed in Microsoft Word. a) Group Final Report: TWO (2) hardcopies of the Group Final Report each group must be submitted. The similarity index page of the Turnitin Report (the link is available on vUWS) and an Assignment Cover Sheet should be included in the Group Final Report. The report will not be considered as submitted if it does not contain the similarity index page of the Turnitin report and a penalty of 10% deduction of the mark obtained per calendar day will be applied until the Turnitin report is submitted. The similarity index of the Final Report is recommended to be no more than 50%. The meeting minutes, which students are to take during scheduled team meetings (if more than one student in the group), client meetings and advisory meetings should be included as an appendix in the Group Final Report. b) Individual Management Report: The contents of the Individual Management Report includes the engineering log book and peer-review report for the second half session. The engineering log book is a weekly diary which is used to record your activities weekly. The confidential peer-review report, for marking your teammates performances on the project during the semester must be completed. This report also needs an Assignment Cover Sheet. If the student does not submit the Individual Management Report, she/he will not get the mark on the Group Final Report. The templates for these documents can be found on vUWS. Two SPIRAL BOUND hardcopies of the Group Final Report for each group and one bound hardcopy of the Individual Management Report for each group member must be submitted in person at Building XB Reception (Please retain your receipt). Format of the Submission: The Group Final Report must be a comprehensive engineering report, professionally written, containing all the activities and information starting from the day the student has chosen the project to the date the final report is submitted. The minimum length of the report is 3,000 words per student (excluding appendices and annexures). The following criteria will be used to assess the final report:

– Problem identification and definition (objectives and scope). – Literature review. – Theoretical background. – Quality and quantity of data collected. – Analysis of data and discussion of results and/or design details. – Conclusions and Recommendations. – Project management. – Overall report presentation. – Interactions between team members and supervisor(s) and the team

If more than one student is involved in the project, clearly identify the role and the section/ content contributed/ written by each member. This should be outlined in the introduction chapter. Marks will be allocated to each member based on the quality and quantity of the contributed section/content considering the marks given in the Peer-review Reports. Students competitive position depends on the quality and quantity of information that is provided under Theoretical back- ground and Analysis of data and discussion of results and/or design details. Students must link observed results with the theoretical concepts that already exist in the respective field of study. The reports will be marked by the Principal Academic Advisor and an Assessor (who can be a Co-supervisor, if the project

has one). Both two copies of the Group Final Report will be retained in the School and will not be returned to the students. Individual Management Report is expected to include: - Engineering Logbook for individual activities conducted during the 2nd half session - Peer-review Report on team members performances during the 2nd half session if more than one student is involved in the project.

Resources: Groups are expected to work closely with their supervisors to progressively complete the various chapters and sections of the Group Final Report during the semester and based on the objectives of the Progress Report and feedback from supervisors. AVOID leaving the writing of the report to the end of the semester.

Marking Criteria:

Criteria High Distinction Distinction Credit Pass Unsatisfactory

Problem identification/ definition, clear objectives and scope 2.5%

Well written background leading to excellent problem definition, objectives and scope. Included all the important references.

A very good problem definition with most of the important references.

A good problem definition with only some important references.

Just satisfactory problem definition with only few important references.

No proper problem definition with very little referencing.

Literature review 10%

Excellent literature review with all the relevant references. Covers both depth and breadth.

A very good literature review with most of the important references. Covers only the depth and no breadth.

A good literature review with only some of the important references. Does not cover both depth and breadth.

Just satisfactory with few references.

Inadequate literature review with less than 3 references.

Theoretical background 10%

Provided detailed theoretical background to the project.

Provided important theoretical background.

Some theoretical background is provided

Only little theoretical background information is provided.

Inadequate theoretical background is provided.

Quality and quantity of data collected 10%

Excellent quality of research and collected good amounts of data.

Very good depth of research evidenced throughout the document and collected considerable amounts of data.

Good range of research sources referred and data provided.

Limited range of research sources - very reliant on general sources like web pages.

Very little research evidenced: this does not demonstrate adequate work.

Analysis of data and discussion of results and/or design details 20%

Excellent analysis of data, with relevant referencing to the theory described in the theoretical background. Provided excellent design details where required. Reflect a high level of critical thinking, and taken into account a wide range of perspectives.

A very good analysis of data, but lacks continuity or relationship to the theoretical background presented in the earlier sections of the report. Some discussions are left out. A very good design details where required.

A good data analysis, but the analysis does not reflect the objectives or conclusions. Good design details where required. Some critical discussions are left out.

Some data analysis and/ or design details provided, but insufficient to adequately address the original project objectives and/or client/ supervisor requirements.

Insufficient data analysis and/or design details.

Conclusions and Recommendations 2.5%

A very well developed conclusions linking to objectives and imaginative but practical set of recommendations.

Very good conclusions that reflect set of objectives and very good recommendations.

Good conclusions and recommendations.

Few good conclusions and recommendations.

Conclusions do not reflect set objectives and impractical recommendations.

Project management 5%

Conducted a number of meetings - group, client, technical advisor - are clearly documented. A good Gantt Chart is provided.

Conducted a number of meetings - group, client, technical advisor - but are not clearly documented. A good Gantt chart is provided.

Conducted only a few meetings - group, client, technical advisor - with limited documentation. A Gantt chart is provided.

Inadequate number of meetings and the documentation. Inadequate Gantt chart.

Overall report presentation 10%

Referencing complete and precise. Writing style consistent, succinct and easy to read. Thoroughly proof-read. A professionally written document. Chapters laid out in a logical fashion and excellent continuity.

Referencing complete. Writing style consistent. Very good paraphrasing and use of quotation. Some sections not always well linked or referred back to the overall structure of argument.

Harvard style not used consistently. Some inconsistent editing. All points made clearly, some minor typos throughout. Some redundancies in the writing - this could have been said with fewer words.

References provided but not according to Harvard style. Spelling and grammatical errors throughout. Inconsistent editing - some parts read well, others do not. References not provided for graphs and images borrowed from elsewhere. Sections tend to stand alone and clearly out of place.

References not provided in-text The document is very difficult to follow. English expression is consistently poor and many points were unclear. Chapters are not laid out in logical fashion. Information has been placed randomly to fill up word space.

2.6 General Submission Requirements

Submission – All assignments must be submitted by the specified due date and time, using a completed and signed Assignment

Cover Sheet provided in the Learning Guide Companion. – Complete your assignment, attach a completed and signed Assignment Cover Sheet, and follow the individual

assessment items instructions on how to submit.

Turnitin

– The Turnitin plagiarism prevention system may be used within this unit. Turnitin is accessed via logging into vUWS for the unit. If Turnitin is being used with this unit, this means that your assignments have to be submitted through the Turnitin system.

– Turnitin from iParadigms is a web-based text-matching software that identifies and reports on similarities between documents. It is also widely utilised as a tool to improve academic writing skills.

– Turnitin compares electronically submitted papers against the following: – Current and archived web: Turnitin currently contains over 24 billion web pages including archived pages

– Student papers: including Western Sydney University student submissions since 2007

– Scholarly literature: Turnitin has partnered with leading content publishers, including library databases, text- book publishers, digital reference collections and subscription-based publications (e.g. Gale, Proquest, Emerald and Sage)

– Turnitin is used by over 30 universities in Australia and is increasingly seen as an industry standard. It is an important tool to assist students with their academic writing by promoting awareness of plagiarism

Self-Plagiarising

– You are to ensure that no part of any submitted assignment for this unit or product has been submitted by yourself in another (previous or current) assessment from any unit, except where appropriately referenced, and with prior permission form the Lecturer/Tutor/Unit Co-ordinator of this unit.

Late Submission

– If you submit a late assessment, without receiving approval for an extension of time, (see next item), you will be penalised by 10% per day for up to 10 days. In other words, marks equal to 10% of the assignment’s weight will be deducted from the mark awarded.

– For example, if the highest mark possible is 50, 5 marks will be deducted from your awarded mark for each late day. – Saturday and Sunday are counted as one calendar day each. – Assessments will not be accepted after the marked assessment task has been returned to students. – This is consistent with Clause 51 of the Western Sydney University’s Assessment Policy - Criteria and Standards-

Based Assessment.

Extension of Due Date for Submission Extensions are only granted in exceptional circumstances. To apply for an extension of time:

– Locate an application form via the Western Sydney University homepage or copy the following link: http://www.westernsydney.edu.au/currentstudents/current students/forms

– Application forms must be submitted to the Coordinator. – Requests for extension should be made no later than 3 working days before the due date of an assignment or other

assessment item including web-based quizzes. – Appropriate, supporting documentation must be submitted with the application. – An application for an extension does not automatically mean that an extension will be approved – Assessments will not be accepted after the marked assessment task has been returned to students.

Resubmission Resubmission of assessment items will not normally be granted if requested.

Application for Special Consideration It is strongly recommended that you attend all scheduled learning activities to support your learning. If you have suffered misadventure, illness, or you have experienced exceptional circumstances that have prevented your attendance at class or your completion and submission of assessment tasks, you may need to apply for Special Consideration via the Western Sydney University website. http://www.westernsydney.edu.au/currentstudents/current students/services and facilities/ special consideration2 or the Student Centre. Special Consideration is not automatically granted. It is your responsi- bility to ensure that any missed content has been covered. Your lecturer will give you more information on how this must be done.

http://www.westernsydney.edu.au/currentstudents/current_students/forms

http://www.westernsydney.edu.au/currentstudents/current_students/services_and_facilities/special_consideration2

3 Teaching and Learning Activities

Weeks Topic Lecture Prac/Lab Independent Instructions Assessments Due Week 1 20-02-2017

Read the Unit outline, learning guide and student guide available on the vUWS site. Organise and meet your supervisor.

Week 2 27-02-2017

Week 3 06-03-2017

Week 4 13-03-2017

Week 5 20-03-2017

Week 6 27-03-2017

Week 7 03-04-2017

Project Description Due. See vUWS for Project Description Template

- Presentation

Week 8 10-04-2017

- Presentation

Week 9 17-04-2017

Week 10 24-04-2017

Week 11 01-05-2017

Week 12 08-05-2017

Week 13 15-05-2017

Week 14 22-05-2017

Group Final Report (groups in the 2nd half session of their enrolment in the unit).

- Final Report

Week 15 29-05-2017

Week 16 05-06-2017

The above timetable should be used as a guide only, as it is subject to change. Students will be advised of any changes as they become known.

4 Learning Resources

4.1 Recommended Readings

Additional Reading

– Readings will be based on the topic of the project.

Online Resource

– https://student.unsw.edu.au/writing-skills-support

https://student.unsw.edu.au/writing-skills-support

About Engineering Project

An Introduction to this Unit
What is Expected of You
Changes to Unit as a Result of Past Student Feedback

Assessment Information

Unit Learning Outcomes
Approach to Learning
Contribution to Course Learning Outcomes
Assessment Summary
Assessment Details

Progress Report
Presentation
Final Report

General Submission Requirements

Teaching and Learning Activities
Learning Resources

Recommended Readings

order resources/ab450.pdf

Graph-Theoretical Analysis of the Swiss Road and Railway Networks Over Time

Alexander Erath & Michael Löchl & Kay W. Axhausen

Published online: 26 September 2008 # Springer Science + Business Media, LLC 2008

Abstract Recent research of complex networks has significantly contributed to the understanding how networks can be classified according to its topological characteristics. However, transport networks attracted less attention although their importance to economy and daily life. In this work the development of the Swiss road and railway network during the years 1950–2000 is investigated. The main difference between many of the recently studied complex networks and transport networks is the spatial structure. Therefore, some of the well-established complex network measures may not be applied directly to characterise transport networks but need to be adapted to fulfil the requirements of spatial networks. Additionally, new approaches to cover basic network characteristics such as local network densities are applied. The focus of the interest hereby is always not only to classify the transport network but also to provide the basis for further applications such as vulnerability analysis or network development. It could be showed that the proposed measures are able to characterise the growth of the Swiss road network. To proof the use of local density measures to explain the robustness of a network however needs further research.

Keywords Transport network topology . Network efficiency .

Highway network development . Kernel density

Netw Spat Econ (2009) 9:379–400 DOI 10.1007/s11067-008-9074-7

NO9074; No of Pages

Contribution to the special issue of Networks and Spatial Economics on the topic of “The Evolution of Transportation Network Infrastructure”

A. Erath (*) :M. Löchl : K. W. Axhausen IVT, ETH, Hönggerberg, 8093 Zürich, Switzerland e-mail: [email protected]

M. Löchl e-mail: [email protected]

K. W. Axhausen e-mail: [email protected]

1 Introduction

The interest in the spatial structure of transport networks has been driven by the inherent impact of the network structure on its performance and its affects on land use. Early studies begun as early as 1960 but were limited by the data availability and the limited computational power. The focus of research was mainly on simple topological and geometric properties (Garrison 1960; Garrison and Marble 1962; Kanskey 1969; Hargett and Chorley 1969). Later, with the availability of travel demand models researchers tried to explore how various network structures might influence traffic flow and travel pattern (Newell 1980; Vaughan 1987). More recently empirical studies analysed both quantitatively and qualitatively patterns of roads especially in urban areas (Marshall 2005). However, further research emerged from fields which are not directly linked to transport. The modelling of complex systems as networks of linked elements has become subject of intense study in the last years. A focus of research was the topology of modern infrastructure and communication networks such as the World-wide Web (Albert et al. 1999), the Internet (Faloutsos et al. 1999) or the Italian power grid (Crucitti et al. 2004). Additionally, also networks like collaborating movie actors (Watts and Strogatz 1998) or the academic co-authorship (Barabási et al. 2002) were investigated. Moreover, biological networks were analysed at different scales: Jeong et al. (2000) studied the metabolism of 43 organisms at the cellular level. Neuronal networks were evaluated by Watts and Strogatz (1998) and on a more aggregate level Camacho et al. (2002) documented seven food webs.

Although transport infrastructure are the networks of daily life, only little analytical research can be found for transport networks. A basic difference to other, often social networks is that transport networks are embedded in real space where nodes and edges occupy precise positions in the three dimensional Euclidian space and edges are real physical connections. Therefore they are strongly constrained which has consequences for the degree distribution (the number of edges every node is connected to) which is often used to classify complex networks. Furthermore, the number of long range connections is limited as well, as in planar networks most crossing of two edges leads to a new node. Additionally, it is important to reflect that the addition of links is costly which limits these networks to be not scale-free (Barabási and Bonabeau 2003).

Hence, the aim of this paper is to gather existing and propose new approaches of network analysis which consider the peculiarities of transport infrastructure networks. Thereby, a section is devoted to measures which are able to monitor the growth of such networks. Therefore, this work compares networks not only horizontally but longitudinally by comparing the network characteristics from 1950 to 2000 in 10 year steps and discusses the relevance of these measures to transport policy issues.

The remainder of the paper is organised as follows: Section 2 discusses recent developments in the analysis of transport infrastructure networks and their application to the infrastructure development in Switzerland. Section 3 provides an overview of the measures while Section 4 presents the data used. Section 5 describes the development of the network using the measures selected and Section 5.3 describes qualitatively the local robustness of today’s network using new

380 A. Erath et al.

approaches. We conclude with Section 6 which provides an assessment of the measures and indicates further research needs and possible applications of transport network analysis.

2 Attempts at graph theoretical analysis of transport networks

Xie and Levinson (2007) highlight the link-centric nature of road networks. Because recent network topology research deals broadly with node-centric, non-weighted networks those concepts fail to consider links properly as the active parts of transport networks. In transport networks the hierarchy is given by the functional character- istics of the links. The functional classification reaches from local streets with access to the adjoining land uses over trunk roads to arterial roads and to freeways. Based on the different link types and their service levels they calculated the entropy measure of Shannon (1948) for idealised networks. Additionally, they defined four typical connection patterns: Starting with the definition of circuits where at least two paths between any pair of nodes, which share not one common link, they define a measure called ringness which is the quotient of the length of arterials on rings and the total length. If a two circuits share common links it is named a web with the measure webness equally defined as for the ringness. The sum of ring- and webness equals the circuitness which in turn defines the treeness as the percentage of the arterial network that does not belong either to a ring or a web.

These measures are calculated here for the upper levels of the Swiss network (the first n of the m hierarchy levels). The changes over time are traced by for each decade since 1960 and for the present state (2005) and the forecast network state in 2020.

A further attempt to describe transport networks was undertaken by Jiang and Claramunt (2004) turning streets into nodes and intersections into edges, what has been named ‘dual graph’. The intersection continuity rules were using the street name information. Porta et al. (2006b) found such a continuity rule unsatisfying because of the lack or only incompleteness of such information in many network databases. Therefore they introduced an intersection continuity model which uses principles of ‘good continuation’, based on the preference to go straight ahead at intersections and using basic geometrical information of junctions to detect continuing roads. A similar approach using continuity is Hillier’s space syntax (Hillier and Hanson 1984) which measures by how many changes of direction the rest of the network is reachable. The result is the so-called integration value which represents how integrated or central a given link is in the network. It could be shown that this integration index is linked to traffic (Hillier 1996). The space syntax approach is mainly used for urban networks and has the same shortcoming of the definition of street continuation rules as well as the omission of metric information as the approach of Porta et al. (2006b). Claramunt and Jiang demonstrated the presence of small-world characteristics using such a dual approach for large street networks, which means that every node is only a few steps away from other nodes, but without scale-free behaviour of the degree distribution. Porta et al. analysed six quadratic 1 square mile cut-outs from six topologically different towns by the dual approach and found power law behaviour for the degree distribution. However,

Graph-Theoretical Analysis of the Swiss Road Network 381

because of main streets (with a high dual graph node degree) are more likely to connect with secondary (or low connected) streets than to streets of the same hierarchical level, significant differences to non-spatial scale free networks were found. Moreover, it became apparent in their work that the cut-outs differ substantially between each other in terms of number of nodes and edges and they were simply too small to deliver enough cases for a structural distribution analysis. This leads to the main issue of analysing networks by the dual graph approach. All spatial information is lost during the transformation from edges to nodes and vice versa. Therefore Crucitti et al. (2006) started to investigate the primal graphs of urban street networks not only by the common measures of degree distribution or average path length but also by centrality measures which became a fundamental concept in network analysis since its introduction in structural sociology (Freeman 1977, 1979). They proposed that transport networks have to be analysed as weighted networks, whereas the weights are the length of the edges.

Motivated by the idea that the efficiency of spatial networks in distributing information might be measured by comparing the length of the shortest paths between (Latora and Marchiori 2001; Chalasani et al. 2005) nodes with the crow-fly distance, Boston’s (Latora and Marchiori 2002), Barcelona’s and Madrid’s (Vragovic et al. 2004) public transport systems were analysed and revealed remarkably high values of efficiency. To describe the ability of networks to respond to link failures Latora and Marchiori (2001) introduced the term local efficiency: the path distances between neighbours of a given node passing only through other elements than i in the subgraph of direct neighbours of i.

However, none of these approaches considered the demand on the transport networks although for transport engineers capacity, travel demand and speed/travel time are as important as the length of a link. Therefore the weighting in this paper is extended and is therefore twofold, covering not only links and nodes but also demand: The link weight may be travel time, link load or capacity. Analogous measures are also possible for nodes which represent junctions. The presence of zones which are linked to the network extends the weighting possibilities. The zones may be seen as relevant nodes for the analysis. The relations between zones may be weighted for example according to population or GDP. To make a connection between demand and the rest of network, zones are linked to several nodes in their proximity.

3 The proposed transport network measures

3.1 Topological measures

Xie and Levinson (2007) stated that previous studies describing network topology have rarely investigated the patterns quantitatively and that the connection patterns of road networks therefore remain only poorly understood. Hargett and Chorley (1969) described however two basic structures for planar transport networks: branching and circuit networks. A circuit is defined as a closed path with the same vertex as start and end. Branching network are characterised by tree structures with multiple connected links without any circuits. Gibbons (1985) introduced the

382 A. Erath et al.

cyclomatic number indicating the number of circuits in a network. Based on those, Xie and Levinson developed new measures incorporating also the length of the links: The ringness and webness indicates the proportion of the network length belonging to a circuit or a web respectively. The sum of both equals the circuitness, which itself is used to calculate the treeness.

fRing ¼ Total length of arterials on rings

Total length of arterial ð1Þ

fWeb ¼ Total length of arterials on webs

Total length of arterial ð2Þ

fCircuit ¼ fRing þ fWeb ð3Þ

fTree ¼ 1� fCircuit ð4Þ Xie and Levinson have calculated these measures for idealised networks and

proved their applicability and relevance in quantitatively describing road network structures. Therefore the measures are applied to capture the topological develop- ment of the upper levels Swiss networks.

3.2 Degree and closeness centrality

Degree centrality is based on the idea that important nodes have the largest number of adjacent nodes. The normalised degree centrality CD of the node i was defined by Freeman (1977, 1979):

CD i ¼ ki

N � 1 ¼

P j2N

aij

N � 1 ð5Þ

where ki is the number of links aij that connects node i to other nodes and N is the total number of nodes in the network.

For land based transport networks (but not for those of air transport) degree centrality is limited due to spatial constraints, at least as long as nodes represent junctions. However, for nodes that represent zones degree centrality can be interpreted as the aggregate demand of a given zone.

Closeness centrality measures the inverse of the average shortest path distance from node i to all other nodes in a given network and was introduced by Sabidussi (1966).

CC ¼ N � 1P j2N;i 6¼j

dij ð6Þ

Besides the network structure closeness centrality is highly dependent on the geographical position of node i in the normally finite network. Therefore nodes in spatial networks near to the geometrical centroid of a network are much more likely

Graph-Theoretical Analysis of the Swiss Road Network 383

to have high CC measures. The concept of closeness centrality is directly depending on the size of the network which makes it impossible to compare networks of different scale.

If closeness centrality is based on travel times rather than distance and zones are treated as nodes the weighted closeness centrality has the following form:

CC i ¼

j2N ;i 6¼j

P i;j2N ;i 6¼j

WjTTij P

j2N ;i6¼j Wj

ð7Þ

where Wj is the weight of demand zone j and TTij the travel time between the nodes i and j. Whereas closeness centrality weights all relations equally independent of the distance, accessibility (Rietveld and Bruinsma 1998; Geurs and Ritsema van Eck 2001) weights attractiveness of the nodes with the necessary travel time to these points by means of a negative exponential function, which is more realistic for transport applications as observed travel demand shows the same patterns. An extensive analysis of the development of accessibility in Switzerland between 1950 and 2000 is already available (Axhausen et al. 2006; Tschopp et al. 2005; Fröhlich and Axhausen 2005). Therefore, closeness centrality is not pursued here.

3.3 Betweenness centrality

The betweenness centrality of a node i is defined as the number of the shorthest paths between all other nodes which pass through i (Freeman 1977).

CB i ¼ 1

N � 1ð Þ N � 2ð Þ X

j;k2N;j 6¼k;j;k 6¼i

njk ið Þ njk

; ð8Þ

with njk as the number of the shortest path between the nodes j and k and njk(i) as the number of path between j and k which pass trough node i. CB

i is normalised and reaches the highest value of 1 when every shortest path involves node i. An analogously defined betweenness for links can easily be derived. As the relevant paths are those between zones, the result of traffic assignment models deliver inherently the betweenness measure, at least when an all-or-nothing assignment is used. However, more sophisticated and well-established assignment models using the principles of equilibrium (Wardrop 1952) that reflect the capacity of nodes and links as well lead to solutions which are more realistic. To assess the road network as a double weighted network, a demand matrix would be required, but is not available for the years 1950 to 1990. For this reason, a so defined transport-aware equivalent for betweenness centrality is only available for the year 2000.

3.4 Efficency and straightness centrality

3.4.1 Global efficieny

Latora and Marchiori (2001) proposed to measure the efficiency of spatial networks distributing information by comparing the length of the shortest paths between nodes

384 A. Erath et al.

with the crow-fly distance. Their straightness centrality CS i

� � and efficiency

centrality CE i

� � and are defined as:

CS i ¼ 1

N � 1

j2N;j 6¼i

d crowfly ij

dij ð9Þ

CE i ¼

P j2N;j 6¼i

1 dijP

j2N;j 6¼i

1 dcrowflyij

ð10Þ

As in public transport networks each node acts normally also as demand origin node every connection has some relevance. However, the present studies did not incorporate the importance of different connections for example by weighting with travel demand CW

� � . Such an extended attempt might be even more essential if large

road networks (Porta et al. 2006b) are analysed whose demand relations show usually a wide range of values including relations with zero demand. Therefore, the global efficiency is evaluated according to Eq. (11).

Cws i ¼

P j2N;j 6¼i

Wj TT crowfly

TTijP j2N ;i 6¼j

Wj ð11Þ

The above weighted straightness measure Cws i captures how much the paths

starting from a given node i deviate from crow fly paths, weighted depending to the importance of the node j. By using travel times from traffic assignment models instead of distances congestion and specific route choice behaviour can be incorporated as well which lead to a more appropriate measure.

3.4.2 Local efficiency

While the above measure of straightness centrality assesses a network on its ability to spread information globally, measures of local efficiency were introduced as counterpart of the clustering coefficient. The clustering coefficient of a given node indicates the probability that direct neighbours of a given node are directly connected as well and might be therefore interpreted as a proxy for the local robustness of the network against link failures. This application seems to be too restrictive since such an approach only considers triangles to deliver local alternatives in case of a link failure. The same applies to the measure of Latora and Marchiori (2001) mentioned in section 2. Two different types of measures are introduced to overcome these limitations: First, the shortest path between the two nodes of a given link is calculated after this link has been removed. Since it can be assumed that the demand in the case of a link failure will be distributed more widely than only passing along the new shortest path between the two separated nodes a set of measures which describe local network density is assessed. In a radius of 5 km the

Graph-Theoretical Analysis of the Swiss Road Network 385

number of nodes and links, their cumulative length, their cumulative length multiplied by the particular capacity as well as their cumulative length multiplied by the particular free capacity are calculated to describe the networks local ability to reroute demand in case of a link failure. Those figures should characterise the vulnerability of transport networks locally. However, in this work their contribution to the description of local efficiency is qualitative.

4 Data

The network data for the years 2000 and before was taken from a previous project at the Institute for Transport Planning and Systems of the ETH Zurich, ViaStoria (Berne) and the Insitute d’Histoire (Univeristy of Neuchâtel) which created road and rail network models and matching socio-economic databases covering each of the currently 2,896 municipalities and the period since 1850 with networks for 1888, 1910, 1930, 1950 and then every 10 years until 2000 (Fröhlich and Axhausen 2005 and Fröhlich et al. 2004). The data for 2005 is an update of the year 2000 model. The 2020 road network is based on the freeway construction plans of the Swiss Federal Roads Office and updates only the freeway network.

All important changes of the main roads and free-/ motorways such as opening, improvement or the construction of additional lanes were traced and documented in the database. The links are described by their direction, length, free speed, capacity and the parameters of the capacity restraint function, which links the link load to speed. As some of these parameters depend on the respective vehicle fleet, changes in driver behaviour, differing speed regulations and changed road qualities, the capacity and its restraint function had to be adapted for every decade. As no demand matrices describing the traffic flows between the zones over the years were available for a detailed calculation of the speeds and the travel times between the zones, it was necessary to make assumptions about the mean speeds by link type. The network model employs 35 different road types which allows a reasonable differentiation. This approach was found to be in good alignment for the year 2000 with the results of a deterministic user equilibrium (Vrtic et al. 2005).

The assumptions about the mean speeds were based on a substantial review by Erath and Fröhlich (2004) including evidence from Swiss and German and US sources, where the ongoing development of the HCM (Highway Capacity Manual) since the 1940s has generated copious data. The review integrated information about measured speeds, capacity estimates and traffic counts to arrive at consistent sets of free flow speeds, capacity restraint functions, capacities estimates and mean speeds by link type and decade (1950 to 2000). With these sets (free flow speed, capacity and capacity restraint function) and the observed traffic counts at about 350 traffic counting stations, the speed distributions by link type and decade were calculated.

The population data, which is used only for the weighting, was taken from the censuses of 1950, 1960, 1970, 1980, 1990 and 2000.

386 A. Erath et al.

4.1 Aggregate measures

Before describing the development of the transport network in Switzerland in detail, it is worthwhile to look at aggregate changes. There is a consensus in the literature that macroscopically, the growth of an infrastructure follows a logistic curve and that road infrastructure is also reaching saturation levels in developed countries (Grübler 1990; Levinson 2005). Figure 1 shows the development of the Swiss transport network length by link type and is normalised for the year with the longest network length.

It is obvious that saturation was already reached for trunk roads and local distributors in 1950. Planned as a new network within the existing one the national free- and highway network shows the characteristic s-shaped curve. Interestingly, the curve for tunnels has a time shift of around 10 years compared to the rest of the upper network hierarchy. The length of the car train links is substantially smaller (2005: 92 km) than the free-/highway (2000: 4,063 km) or even the trunk-/regional roads (2000: 42,043 km). Nevertheless, the growth shows similar patterns as the other evolving network segments.

The rail network was decreasing between the years 1960 and 1980 because some minor lines had to close for economic reasons, like the Maggia valley railway. These railway lines were mostly replaced by bus services. Since 1990 with two major projects called ‘Bahn 2000’ and ‘NEAT’ the rail network is increasing again. However, as the objective of this paper is the development of transport infrastructure networks, it is reasonable to focus on the road network only as the rail network showed only minor extensions since the second world war. However, considering the

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

Free-/Highways

Tunnel FW/HW

Trunk Roads

Regional distributor

Car trains

Railways

Fig. 1 Normalised length of the Swiss Transport Network 1950–2005. Effective length 2005: Free-/ Highways: 1,930 km; Tunnel FW/HW: 176; Trunk roads: 6,195 km; Regional distributors: 14,827 km; Car trains: 92 km, Trains: 5,069 km

Graph-Theoretical Analysis of the Swiss Road Network 387

development of service density and speed an analysis of the rail network might be an interesting topic for further work.

5 The transport network development in Switzerland 1950–2000

5.1 Network evolution

The start of the upper hierarchy of the road network dates back to 1955 when the first freeway was completed, which was planned as a parkway to diminish the travel time between the city of Lucerne and its main recreational countryside and was paid by the Canton. After the construction of two other freeway sections on local initiative in other Cantons and with the increasing motorisation it became obvious that a national policy on the network development had to be worked out. The ‘Nationalstrassengesetz’, the law on nationally funded motorways and other roads, described the financing, the network and its staging (Sandmeier 2008). The sections along the principle east–west as well as north–south axes were prioritised and were to be opened as contiguous parts wherever possible. The planning was assigned to the national government and the financing provided by increases of the fuel tax, raised by the federal government. Alongside, then present bottlenecks were to be considered and parts of the network which might improve such situations should also be prioritised. At that time there was also a consensus that the main part of the travel demand is generated by cities and therefore the new level of the network hierarchy should serve the cities directly. Hence, urban beltways were not considered in the planning process, which has strong implications for the proposed measures and shows their ability to cover main network characteristics. Instead of urban beltways so-called ‘Express-Strassen’ were planned to connect the freeway endings passing directly through the cities.

While the early network development process was mainly driven by economic considerations, ecologically motivated initiatives emerged in the 1970ies and lead to objections against the planned alignments and even against entire freeway sections. In one case, where the route design was controversial, a referendum was initiated by the opponents1. Only by proposing an alternative including two tunnels a majority were convinced not to vote against the freeway. Later, in the case of the freeway 4, connecting Zurich with Zug and Lucerne, the opponents were more successful and achieved a moratorium. Moreover, the planned ‘Express-Strassen’ in Zurich were abandoned after a referendum although some parts had already been built. Interestingly, the relevant file with the first motorway network plan has been lost at the National Archives (Fischer and Volk 1999). Instead of the ‘Express-Strassen’ it was decided to expand the network around Zurich with two major by-passes in 1971. During the years it became also apparent that the proposed development program could not be maintained, mainly for two reasons: Firstly, it became obvious that the construction cost were substantially higher then the original prognoses (Gätzi 2004), which lead to several increases of the fuel taxes. Therefore some parts of the network

1 Interested parties can get any issue on the ballot by collecting the required number of eligible signatures.

388 A. Erath et al.

were delayed, like the freeway in the main valley of the Canton Valais. Additionally, several objections slowed down the process. On the other side, the secession of the Canton Jura from Bern lead to the addition of the ‘Transjuranne’, a freeway serving only the economically weakest Canton of Switzerland.

All these points make it quite clear that the expansion of a upper level road network is strongly affected by the political circumstances and therefore very difficult to forecast. However, the measures proposed by Xie and Levinson are able to cover the outcomes of delays and suspensions, as these have a direct influence on the number of subgraphs as well as the ring- and webness. Figure 2 shows the freeway network states for the years 1960, 1970, 1980, 1990, 2000, 2005 and the plan for the year 2020, while Table 1 indicates the according measures.

Following the policy of having the major centres connected first, the earliest routes are those between Geneva and Lausanne in the western parts and Basel, Bern, Zürich as well as St. Gallen in the north. Figure 1 shows that the routes through the Alps which involved major tunnels (and bridges) were constructed later. Until 1980 no circuit was present, although back then already 65% of the final network was built. As recently as 1985 the first circuit with the two major alpine tunnels Gotthard and San Bernardino was closed. With the construction of the direct link between the two largest Swiss cities in 1996, again involving a tunnel, a second circuit was established. A national exposition in 2002 boosted the project of an additional freeway route linking the capital Bern via Yverdon to Lausanne passing mainly through sparsely populated areas which was commissioned in 2001.

Zurich will get a full freeway bypass in 2010 when its western part will be finished. It is not yet clar, if the first urban beltway will be availale in 2020, as the necessary lake tunnel is still only one option in the long term planning documents. Furthermore, the tunnel is politically rather disputed and detailed planning has not started yet. In contrast, the construction of the city tunnel in Biel has begun in 2006. However the resulting additional circuit is not a city beltway but the result of linking two further freeways.

While the aggregated network growth slowed down since 1990 the absolute and relative tunnel growth is unaffected. Ultimately, more than 50% of the projected links in the time frame between 2005 and 2020 are tunnels for two main reasons: First, most of the projected routes lie in urban areas where space is scarce. In addition environmental issues have gained more and more importance in the design for acceptable solutions with low noise emissions. Second, the other main block of projected routes is mainly connecting mountainous regions where tunnels are sometimes the only solution to deal with the topography.

5.2 Centrality measures

5.2.1 Degree centrality

Degree centrality, defined as the number of links incident upon a node, is limited in land transport networks due to spatial constraints. Figure 3 shows the degree distribution of the Swiss national transport model in 1950 and 2000 and points out the constrained nature of the degree distribution in road networks which show therefore also high temporal stability. Nodes with degree 1 stand for dead end nodes,

Graph-Theoretical Analysis of the Swiss Road Network 389

which typically appear at the end of a valley. Nodes with degree 2 represent either junction where minor roads, which are not covered in the National Transport Model, meet the higher hierarchy network or identify changes of the link type (e.g. changes of capacity/speed). The latter problem is even more distinctive if one would use highly disaggregate network data such as Teleatlas or NAVTEQ, as those networks

Fig. 2 Development of the Swiss freeway network 1960–2020 (black: part of a tree; blue part of ring 1; red: part of ring 2)

390 A. Erath et al.

use additional nodes to trace the course of curves. The majority of the nodes have degree three or four. Only a very limited number of nodes connects five and more links; those nodes lie mostly in urbanised areas.

5.2.2 Betweenness centrality

As described above, the direct application of betweenness centrality to transport networks is the link or node load. The cumulative link load distribution (Fig. 4) of the Swiss National model (Vrtic et al. 2005) follows an exponential distribution. This is in line with the findings of Porta et al. (2006a) for urban street networks of self-organised cities although their ‘demand’ resulted from analysing all paths between all nodes and neglecting different link speeds and link loads. Yerra et al. (2005) even proved the emergence of such network hierarchy as an intrinsic property of transport networks. This indicates that in both cases scale-free behaviour is present and might be an inherent propriety of self-organised road networks, as the main factors leading to the same distribution are different. In the first case, the hierarchy of the network with different link capacities and speeds induces more effective links which are in turn economically more favourable economically. In the latter case, the demand is

10%

20%

30%

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50%

60%

1 2 3 4 5 6

Degree

1950

2000

Fig. 3 Degree Distribution: Network 1950/2000 (1950: N=11’004; 2000: N=12’810)

Table 1 Structural measures for the Swiss freeway network 1960–2020

Year Length (km)

Percentage tunnel

Percentage tunnel new roads

Sub-graphs Share of the longest subgraph

Ring-ness Web-ness Circuit-ness Tree-ness

1960 62.50 1.75 1.75 4 0.34 0 0 0 1 1970 678.23 4.14 4.39 26 0.26 0 0 0 1 1980 1,363.96 5.46 6.76 26 0.28 0 0 0 1 1990 1,781.62 6.08 8.11 16 0.90 0.36 0 0.36 0.64 2000 2,014.47 8.65 28.33 13 0.90 0 0.37 0.37 0.63 2005 2,105.99 8.67 2.09 10 0.92 0.11 0.35 0.47 0.53 2020 2,257.32 11.72 54.91 8 0.98 0.15 0.43 0.58 0.42

Graph-Theoretical Analysis of the Swiss Road Network 391

ubiquitous and all links equally effective. Therefore, links in the centre of a given network are more likely to lie on a shortest path which should be one explanation for the scale-free distribution.

5.2.3 Global efficiency

The efficiency measures for every municipality are calculated according to Formula 6, using travel times instead of distances. This requires an assumption for the speed with which the crow-fly distances are divided in order to obtain crow-fly travel times. This speed was set to be 80 km/h which would be the speed limit in a virtual tunnel connecting all municipalities with each other. In order to obtain one value for the entire network, the average efficiency is the result of a weighing reflecting the population (Pi) of each municipality:

ENet ¼ P i Cws i � Pi

P i Pi

ð12Þ

Table 2 lists the results for the years 1950 to 2000 indicating also population data, the freeway network length in relation to the 2000 state and the standard deviation of the network efficiency measure at the municipality level. Although population and efficiency are not directly connected both grew constantly until 1980. During this period, the travel times decreased because of the technical advances of the automotives and the development of the freeway network. For the years 1980 to 2000 the efficiency stayed almost constant, although the freeway network length was still growing. This has mainly two reasons: Further progress in the automobile technology was not anymore transferable into higher travel speeds and the network was reaching its capacity limits at various locations resulting in higher travel times.

0.00%

0.01%

0.10%

1.00%

10.00%

100.00%

0100002000030000400005000060000

Link Load

C u

m u

la ti

ve D

is tr

ib u

ti o

Fig. 4 Cumulative distribution of link loads of the Swiss National Transport Model for 2000

392 A. Erath et al.

Nevertheless, one can ask if the network was expanded in the right places. Having had augmented capacity where it was needed instead of connecting less densely populated region to the freeway network, further efficiency gains would have been possible. This finding might be qualified because capacity extension is usually connected with significant higher construction costs and is politically delicate. Moreover, one objective of the freeway network development was also unifying the country, which frequently turns out to be an important issue in the political decision process of Switzerland, due to its federal structure.

As only few values are found in the literature, the comparison of the values is restricted to the findings of Latora and Marchiori (2002). Including busses and subway, they report an efficiency of 0.72. Although the value is in the same range as for the Swiss road network, those two values are not comparable: Latora et al. calculated the network efficiency based on unweighted distances rather than travel times.

Figure 5 shows the cumulative distribution of network efficiency at the municipal level over the years 1950 to 2000. Except for the period between 1990 and 2000 the

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100%

0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9 0.95 1

Population weighted network efficiency

F re

q u

en cy

1950 1960 1970 1980 1990 2000

Fig. 5 Cumulative distribution of the Swiss network efficiency on municipal level 1950–2000

Table 2 Global Network Efficiency for the Swiss freeway network 1960–2020

Year Population (Mio) Freeway network length (%) Efficiency Std. Deviation

1950 4.73 0 0.45 0.068 1960 5.43 3 0.54 0.052 1970 6.25 34 0.65 0.066 1980 6.36 68 0.74 0.067 1990 6.86 84 0.77 0.071 2000 7.28 100 0.77 0.066

Graph-Theoretical Analysis of the Swiss Road Network 393

network efficiency grew continuously while the distribution pattern stayed stable. This means that with the construction of the freeway network the relative divergence between remote and central municipalities remained constant. The curves are best fitted by a normal distribution.

The spatial distribution of the network efficiency (Fig. 6) measures exhibits on the one hand border effects but reveals also clearly effects of geographical centrality and freeway proximity on the other hand. Hence, municipalities near the border with freeway access have the highest values of network efficiency. This might be different if the study area would be widened and the neighbouring countries would be considered, too. But as the available data for these areas have a different scale and cover only major roads plus have more aggregated zoning, their inclusion would have biased the results by increasing the network efficiency globally: The highest values of efficiency can be found along the Freeway A1 from west to east connecting major agglomerations. The course of the A2, the second main freeway, is not as pronounced as the A1. The North–South traverse leads through less densely populated and more mountainous areas which both affects the population weighted efficiency measure. Municipalities without freeway access in proximity or being situated in less dense parts of Switzerland show typically low efficiency values. They are often located in mountainous areas where the paths from and to those places involve significant deviations from the crow-fly line.

Figure 7 shows the growth of network efficiency from 1950 to 2000 and points out the distinctive development among the agglomerations of Geneva, Lausanne and Basle. Other major agglomerations with direct freeway connection like Zurich, Berne or Lucerne could not perform likewise, as their efficiency measure in 1950 was higher due to their more central location.

Fig. 6 Municipal network efficiency, 2000

394 A. Erath et al.

5.3 Local efficiency

5.3.1 Growth of road and capacity density

The results shown in Fig. 1 suggest that road density has grown only along the newly constructed freeway corridors. In contrast to road density, an increase in capacity is possible even without new alignments due to the changes in road capacity: Technological advances in car construction improved the power/weight ratio leading to a more homogenous vehicle fleet which resulted in a higher capacity even for unmodified links.

The road length density for every zone is calculated by summing up all links within a radius of 5 km from the population weighted centroid. Thus, links farther than 5 km from the centroid are not contributing which is a desirable characteristic for a local efficiency measure. The capacity density is equal to the product of road length and its capacity. The growth of length density and capacity density is illustrated in Fig. 8.

Both figures show clearly the expected network growth along the freeways which is particularly obvious in more rural areas, as the road density started from a low level there. Outside these corridors, the development of road and capacity density is different: Whereas effects of technological advance in vehicle manufacturing raised the capacity globally, additional roads are limited to the freeway corridors. The figure would look differently if local roads would have been included, as their net length increased with the suburbanisation. Because of the lack of a centralised road network data archive for Switzerland, an integrated approach will always be associated with an enormous amount of data collection, but would be essential when analyses involving local roads were envisaged.

Fig. 7 Growth of network efficiency 1950–2000

Graph-Theoretical Analysis of the Swiss Road Network 395

5.3.2 Local density figures

It is reasonable to assume that dense networks have a higher ability to respond to link failures smoothly and to distribute demand more efficiently. As our aim is to investigate the link between density and robustness here, only the 2005 network is used. The densities are calculated for each link to avoid spatial smoothing inherent in areawide calculation.

Fig. 8 Growth of road length and capacity (Switzerland, 1950–2000)

396 A. Erath et al.

Figure 9 shows the relation between the number of links in a radius of 5 km of a given link, the length of the shortest path between the two nodes of this link after its removal and its flow in the prior state. It becomes clear that with the link density only an upper limit for the shortest deviation may be defined. Interestingly, links with high deviation length are without exception only little travelled which is meaningful for the policy analysis of network robustness.

However, it was argued before that besides the shortest deviation also the local spare capacity density is crucial for a network to be robust, especially in areas with high travel demand. The scatterplot of the number of links within a 5 km radius and the cumulative product of length and capacity (Fig. 10) shows a linear correlation (with a certain variance), as expected. However, when this is plotted against the spare capacity this linearity disappears for higher numbers of links. This shows that the links in areas with higher road infrastructure density are more often used, reflecting a different travel demand and road supply (equilibrium) point. Concerning vulnerability this has strong implications: In less dense regions the average volume/ capacity ratio lies around 10–20% which minimises the likelihood of capacity related problems after a link failure. Since traffic volumes increase with higher link density the additional free capacity to absorb the rerouted traffic decreases after a certain link density. Combining both figures and remembering the hierarchy (Yerra and Levinson 2005) of the link volumes it becomes clear that not those links with highest deviations in more remote parts of the network but those with high volume in dense parts of the network with high demand seem to be the most vulnerable. This hypothesis will be tested in an ongoing project which calculates equilibrium states for failure scenarios and compares the results with those of a network in initial state. There other radii than 5 km will be tested as well.

Fig. 9 Connection between volume, link density and shortest deviation

Graph-Theoretical Analysis of the Swiss Road Network 397

6 Conclusion

The review of the recent network analysis literature revealed the node-centric emphasis of this research. In contrast to many other networks, transport networks have spatial restrictions which has strong implication for the network topology. An unweighted road network shows therefore always regular network patterns. The presence of zones with different importance and link speeds depending on capacity require the extension of previously used network topology measures by adding a weighting scheme. Such measures of transport networks are already well known under different names as for examples like closeness centrality (accessibility) or betweenness centrality (loads) show.

However, the application of further network topology measures on different network states between 1950 and 2000 showed interesting temporal aspects. During these years, the network growth was restricted mainly to freeways whose development shows the well-known characteristic s-curve shape. Due to more and more spatial and environmental constraints, the net length of tunnels of is still increasing while the rest of the freeway network has reached its growth limits. Concerning the topological measures proposed by Xie and Levinson (2007) the Swiss upper-hierarchy network shows interesting temporal characteristic as the network was for a long time formed out of several subgraphs without circuits, as in several cases the construction of the connecting freeway section was postponed or suspended due to environmental issues. In the absence of urban beltways only regional-scale circuits emerge through the connection of three or more freeways.

The measures of global centrality show a twofold picture. On the one hand, it is very impressive to see how efficient a road network may distribute demand compared to a fully connected network. On the other hand, the measure shows

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0 50 100 150 200 250 300 350 400 450 500

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Fig. 10 Comparison of link and capacity density (Switzerland 2005)

398 A. Erath et al.

border effects as the negative relation between attractiveness and distance of to nodes is neglected.

Clustering patterns are important characteristics of complex networks as proxy for redundancy. Previous applications of the concept to road networks considered only the direct neighbouring nodes or links neglecting possible capacity limitations which may restrict the redundancy. Therefore a measure incorporating link length and capacity in a given radius is proposed. An ongoing project dealing with vulnerability will address the use of the further measures.

Furthermore, this work showed that the application of network measures as used in the analyses of complex network for transport network is challenging, because of the complex weighting characteristics which involve capacity and spatial restraints. However, transport research anticipated the important measure of betweenness (link load) as well as the concept of closeness (accessibility). Local density measures on the other hand are not widely used for transport applications yet. Further research on vulnerability of transport infrastructure might change this, as research in the field of statistical mechanics of complex networks revealed the importance of local density (known as clustering) for the vulnerability assessment.

Acknowledgements Feng Xie, member of Networks, Economics, and Urban Systems (NEXUS) research group at the University of Minnesota calculated the topological measures presented in section 3.1.

References

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Vaughan R (1987) Urban spatial traffic patterns. Pion Ltd., London Vragovic I, Louis E, Diaz-Guilera A (2004) Efficiency of informational transfers in regular and complex

networks. http://orxiv.org/abs/cond-mat/0410174 Vrtic M, Fröhlich P, Schüssler N, Axhausen KW, Dasen S, Erne S, Singer, B, Lohse D, Schiller C (2005)

Erzeugung neuer Quell-Zielmatrizen im Personenverkehr, Bundesamtes für Raumentwicklung (ARE), Bern Wardrop JG (1952) Some theoretical aspects of road traffic research. Proc Inst Civil Eng II 1:325–378 Watts DJ, Strogatz SH (1998) Collective dynmamics of small world networks. Nature 410:268 Xie F, Levinson D (2007) Measuring the structure of road networks. Geogr Anal 39(3):336–356 Yerra B, Levinson D (2005) The emergence of hierarchy in transportation networks. Ann Reg Sci 39

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400 A. Erath et al.

http://www.hls-dhs-dss.ch/textesc/d/D7960.php

http://orxiv.org/abs/cond-mat/0410174

Graph-Theoretical Analysis of the Swiss Road and Railway Networks Over Time

Abstract
Introduction
Attempts at graph theoretical analysis of transport networks
The proposed transport network measures

Topological measures
Degree and closeness centrality
Betweenness centrality
Efficency and straightness centrality

Global efficieny
Local efficiency

Data

Aggregate measures

The transport network development in Switzerland 1950–2000

Network evolution
Centrality measures

Degree centrality
Betweenness centrality
Global efficiency

Local efficiency

Growth of road and capacity density
Local density figures

Conclusion

References

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order resources/Advances in design theories of high-speed railway ballastless tracks.pdf

Journal of Modern Transportation Volume 19, Number 3, September 2011, Page 154-162 Journal homepage: jmt.swjtu.edu.cn

Advances in design theories of high-speed railway ballastless tracks Xueyi LIU*, Pingrui ZHAO, Feng DAI MOE Key Laboratory of High-Speed Railway Engineering, Southwest Jiaotong University, Chengdu 610031, China

Abstract: The design theories of the ballastless track in the world are reviewed in comparison with the innovative re- search achievements of high-speed railway ballastless track in China. The calculation methods and parameters concern- ing train load, thermal effect, and foundation deformation of high-speed railway ballastless track, together with the structural design methods are summarized. Finally, some suggestions on the future work are provided.

1. Introduction

tructure forms and design theories of ballastless tracks vary across the world due to the different

development backgrounds. In Japan, the slab track was typically laid on the solid foundation such as a bridge or tunnel at first, and then gradually developed to the soil subgrade afterwards. It adopts the unit design that takes into account the effect of train load. The German ballas- tless track was first laid on the soil subgrade and then on the foundation of bridges and tunnels. Its continuous structure involves the consideration of thermal effects. The early ballastless track in China was mainly laid in tunnels with the chief concern being the influence of train load. With the increasing application of ballastless track, a relatively general design theory and a structural system have been gradually formed after the innovative research with high-speed railway ballastless track.

This paper reviews the calculation methods and pa- rameters as well as the structure design procedures, and briefly introduces the advance in the design theories, of ballastless track based on the innovative research achievements in China. Finally, some suggestions on the future work are provided, including fatigue properties under the coupling action of train and temperature load, durability, long-term dynamic properties, and mainte- nance mechanics of the ballastless track.

Received Jul. 17, 2011; revision accepted Aug. 29, 2011 *Corresponding author. Tel.:+86-28-87600243 E-mail: [email protected] (X.Y. LIU) © 2011 JMT. All rights reserved doi: 10.3969/j.issn.2095-087X.2011.03.002

2. Overview of ballastless track design theories

In the design of Japanese slab track, the train load effect

is a primary concern. Using the elastic design method, the security during the manufacturing, hoisting, and construct- ing of the slab track is maximized. As seriously damaged CA mortar at the slab corner and the slab warping caused by temperature gradients emerged, the uneven support caused by warping is considered in the analysis [1]. In the baseplate design, in accordance with the limit state method, the train load and the subgrade’s uneven settlement are considered together with the influence of weather condi- tions, concrete contraction, and construction.

German developed its ballastless track by borrowing the design concept and method of pavement engineer- ing [2]. Most has longitudinally continuous structure, and temperature load and concrete contraction are the main factors to be considered in the design. The reinforcement is located near the neutral axis and does not bear the train load. The effect of train load and temperature gradient is resisted by the rupture strength of the concrete.

In China, the early monolithic roadbed track, whose structure design mainly considers the train load, was applied in the tunnels with good foundation condition and little temperature variation. The structural design of the Suining-Chongqing railway took into account the effect of uneven foundation deformation and tem- perature load [3-4]. Following systematic research on the ballastless track, the design theory based on the al- lowable stress method was created with full considera- tion of train load, temperature, and foundation defor- mation effect.

DOI: 10.1007/BF03325753

Journal of Modern Transportation 2011 19(3): 154-162 155

In general, the design theory of ballastless track in different country was relevant to its own construction environment and structure evolution. The design theory proposed in different periods could meet the construc- tion requirements for different types of ballastless track. 3. Calculation of train load stress

The track supports the train load and guides the vehi- cle operation. The calculation of train load stress must be considered in the ballastless track design. The elastic foundation beam model [5-6] is mainly used for calcula- tion of the load stress in the traditional track structure. The model can be solved using the multilayer composite beam theory on the elastic foundation [7-10] according to the complexity and analysis requirement of the track structure. In Germany, however, the Eisenmann theory [11-13] was adopted to calculate the stress of the rail structure under the train load. In this theory, rail is re- garded as an infinite beam on the elastic foundation to calculate the support reaction of the fastener; the multi- layer structure is translated into a monolayer one ac- cording to the connection status of the structural layer, and then the internal force and displacement of the con- verted monolayer structure under the action of fastener force is calculated using the infinite beam on the elastic foundation and Westgaard’s stress function.

To sum up, the main components are treated as flex- ural members in the train load design of ballastless track in China and Japan. This is because the ballastless track design was originally developed based on the traditional design methods for ballast track that put an emphasis on simulation of the force properties of main components

and the generality of analysis method. In Germany, however, the design theory and parameters selection of ballastless track were developed from the experience of highway concrete pavement design; thus, its structural difference in ballastless track can also be attributed to heritance of the traditional design theory.

In accordance with the structural characteristics that the rail and the sleeper are cross-supported on the elastic foundation in the ballast track, the cross beam model on the elastic foundation [14-15] was developed on the ba- sis of the elastic foundation beam model, and can also be used for the stress calculation of the ballastless track [16] once the values of the model parameters are deter- mined. Thanks to the development of the computing technology, the solid finite element model [17-19] can be employed to obtain the particular stress state inside the ballastless track structure.

As the major supporting structure of the ballastless track, the track slab (or bed slab) and baseplate (or sup- porting layer), whose deflections under the train load are far smaller than their thicknesses, have a far smaller size in the vertical direction than in the longitudinal or lateral direction. This feature conforms to the structural charac- teristics of the elastic plate. Consequently, the elastic plate [20] is generally adopted for simulation and analy- sis of the supporting structure of ballastless track. The rail, a slender structure, is reasonably simulated by the beam model, while the fastener and the intermediate elastic layer, as well as the foundation below, are simu- lated with different kinds of springs. As a result, a beam-plate model of ballastless track on elastic founda- tion [21-23] is built as shown in Fig. 1.

Fig. 1 The elastic foundation beam-plate model of ballastless track

P P

ERJR

Es, hs

Kf Eb, hb

kRD Ki

Notes: ERJR is the flexural rigidity of rail, where ER is the modulus of elasticity of rail, and JR the moment of inertia of rail; Es and hs are the modulus of elasticity and thickness of track slab, respectively; Eb and hb are the modulus of elastic- ity and thickness of baseplate, respectively; Kf is the rigidity of fastener; Ki is the rigidity of intermediate elastic layer; kRD is the rigidity of foundation below; and, P is the train load.

156 Xueyi LIU et al. / Advances in design theories of high-speed railway ballastless tracks

The load stress of the track slab (or bed slab) and the baseplate (or supporting layer) in the longitudinal and lateral directions can be obtained by exerting a vertical train load on the rail. This avoids the calculation in the longitudinal and lateral directions separately in the mul- tilayer elastic foundation beam model. Moreover, the computational accuracy [7] is higher than that via the composite beam model or the cross beam model, and the computing workload is less than that via the solid finite element model.

The design wheel load of the Japanese slab track takes into consideration the wheel load variation due to wheel tread damage and tolerates three times the static wheel load. In fatigue checking, the allowable wheel load is 1.45 times the static wheel load. On the basis of the allowable value of the derailment coefficient, the de- sign lateral force was determined, and the lateral force for fatigue checking takes half of the design lateral force. In the Germany ballastless track design, the load takes the UIC71 with the dynamic coefficient of 1.5 and the unbalance loading coefficient of 1.2. In China, the dy- namic coefficient is based on the results of dynamic tests and simulation calculations of the ballastless track, and the design wheel load can be three times the static wheel load. Based on the design parameters and opera- tion conditions of the ballastless track on the passenger dedicated line (PDL) in China, the coupling dynamics of train and track system is applied to the statistic analysis. Considering the construction and maintenance condi- tions of the ballastless track in China, it is suggested that the constant effect train load be up to 1.5 times the static load [24].

The Winkler foundation is used to support the ballas- tless track, and the diameter of the bearing plate has a significant influence on the foundation coefficient. The smaller the diameter, the larger the foundation coeffi- cient [1]. However, when the diameter D is not less than 76 cm, the change in the diameter has little influence on the foundation coefficient. As for the ballastless track, the supporting area of the track slab or the supporting layer is relatively large. Thus, for simplicity, the trial value of the bearing plate with a diameter of 76 cm, namely k76, can be used for calculations. When the sub- grade compaction capacity is represented by the defor- mation modulus, the layered elastic system mechan- ics [3] can be applied to analyze the displacement of the subgrade surface with the even load of the rigid bearing plate; thus, deducing the supporting rigidity of the sub- grade surface [25].

Within every bearing layer of the ballastless track, the substructure is generally weaker than the upper structure, and may readily crack under the train load if plain concrete or cement stabilized materials are applied. Once cracking, the bending moment is not readily trans-

ferred at the crack location, resulting in a reduction in the entire rigidity and the modulus of elasticity. There- fore, the reduced elastic modulus is used for calculation [26]. As for the reinforced concrete structure, the rein- forcement is helpful to improve the flexural rigidity of the structural layers. However, due to the possible cracking, the transmission of the bending moment at the cracked location may be weakened. Consequently, only the concrete elastic modulus is used for calculation, without consideration of the influence of the reinforce- ment and crack. 4. Calculation of temperature stress

The ballastless track is exposed to the atmosphere. With changes in external temperature, the temperature in every structural layer will vary. Once the deformation of the ballastless track due to the changing temperature is restrained, the temperature stress will occur inside the structure. The ambient temperature variation with an ef- fect on the ballastless track includes the yearly tempera- ture variation and daily temperature variation. In addi- tion, the contraction of concrete will cause distortion, which is equivalent to decreasing the temperature load acting on the concrete.

The design of the continuous ballastless tracks repre- sented by Rheda, Züblin, and Bögl in Germany attach great importance to the temperature effect. In order to limit the width of the temperature cracks within the ad- missible range and maintain the state of incomplete cracks [27], the ratio of reinforcement in the slab should reach 0.8%–0.9%, according to the German Ballastless Track Design Specification. As a result, the width of cracks is limited within 0.5 mm. From the viewpoint that the sum of the minimum stress of the reinforcement with the slab cracking and the bending stress increment under the dynamic load must be less than the reinforce- ment fatigue limit to guarantee the service life, it is sup- posed that the longitudinal ratio of the reinforcement must be larger than 1.0%, so as to meet the demands of crack width and service life.

The Japanese slab track design adopts unit structure, and temperature variation has little influence on the track slab. Thus, temperature effect is not considered in the design. Nevertheless, warping displacement of the track slab is found in tests, where the track slab is in a state of being incompletely supported. Therefore, to ad- dress the variation properties of the track slab due to temperature, a series of theoretical and experimental re- search has been conducted [4].

As for the continuous slab structure, under the action of concrete contraction and decreasing temperature, concrete may easily crack, causing a stress redistribution of the reinforcement and concrete inside the slab. In or-

Journal of Modern Transportation 2011 19(3): 154-162 157

der to guarantee security and utility, it is necessary to control the reinforcement stress and crack width.

The continuous slab shows different stress and varia- tion properties at various tension stages. Before the con- crete cracks, the concrete deformation is coordinated by the reinforcement. When the tensile stress of the con- crete reaches its tensile strength, it will crack and stop working, which leads to the bond damage adjacent to the cracks. At this moment, the plain section hypothesis does not fit any more, and the reinforcement at the crack location bears all the axial force. When the axial force increases to the yield strength of the reinforcement, the concrete is cracked severely without bearing the tension. All the axial force is born by the reinforcement, such that the reinforcement yielding becomes the limiting condition of the slab in tension. The cracking axial force of the continuous slab depends on the tensile strength of the concrete and the sectional area of the slab. The amount of reinforcement has little influence on the cracking axial force, while the ultimate bearing capacity completely depends on the yield strength and the area of the reinforcement. In order to avoid cracking, the mini- mum ratio of reinforcement of the continuous slab should be specified.

The cracking in the continuous slab go through two phases: incomplete cracking and complete cracking. At the stage of incomplete cracking, the amount of cracks increases with the increasing load, and the maximum crack width remains basically unchanged. At the stage of complete cracking, the number of cracks remains un- changed, while its width increases with the increasing load. In order to limit the crack width, the cracking should be controlled at the stage of incomplete cracking. In the cases of incomplete cracking, the maximum tem- perature force inside the slab depends on the tensile strength and the sectional area of the concrete. The tem- perature force calculated with the design tensile strength is regarded as the common temperature force (main force). And the temperature force calculated with the standard tensile strength is taken as the maximum tem- perature force for checking in design. Refs. [28-29]

elaborated the different expressions of fracture interval, cracking width and reinforcement stress at different stages of cracking, and the relevant design measures have been put forward.

As for the unit bed slab structure, the temperature force of the slab is influenced by the longitudinal resis- tance of the fastener at the top and the frictional resis- tance at the bottom, as well as the displacement limita- tion of the convex plate. The classification of the uni- tary and continuous structure depends on whether the temperature force leads to the full-section cracking of the slab.

5. Calculation of warping stress

The external environment will affect the temperature and humidity of the concrete slab. The influence of ex- ternal environment gradually weakens with the depth from slab surface. The uneven distribution of tempera- ture and humidity inside the slab leads to its warping de- formation. When the deformation is restrained by the bottom friction, dead load, stop blocks, and train load, the warping stress occurs.

According to the German railway code, it is hypothe- sized that the slab in the vertical direction has a linear temperature gradient of 50 /m. In the temperature field test of the ballastless track on Suining-Chongqing railway, the temperature gradient [30] of the track be- fore laid is about 52.6–68.4 /m and the temperature gradient of the slab track in the longitudinal direction on the Jialingjiang bridge is approximately 40–80 /m [31], with a large dispersion, but all larger than that of 50 /m in Germany.

In terms of geography and climate conditions, China has severely cold areas, cold areas, and temperate areas. Referring to the recommended value of the temperature gradient in the field of highway pavement, in considera- tion of the structure characteristics of the ballastless track, we advise that the maximum positive temperature gradient of the uppermost structure of the ballastless track in China be 80–85 /m, 85–90 /m and 90– 95 /m for severe cold area, cold area and temperate area, respectively, and that the temperature gradient dis- tribute linearly in the vertical direction. The effect of temperature gradient can be neglected in the substruc- ture. The negative temperature gradient can be half the maximum positive temperature gradient.

According to the statistical data about the tempera- ture and the temperature gradient variation in Germany, studies have been conducted to analyze the slab stress state under the action of the temperature gradient, espe- cially the slab with smaller lateral size whose warping deformation is not restrained completely. The calcula- tion model with discontinuous supporting was utilized to calculate the warping stress [32] under the action of dead load and temperature gradient.

The warping stress and displacement of the slab track in different constraint conditions were analyzed by finite element theory. The results show that the stronger the restraint acting on the track slab, the more the warping deformation is resisted, and the closer the warping stress in the slab track to that of an infinite slab. The restraints acting on the track slab include the track dead load, the restraint of the continuous long rails, and the train load acting on the rails. Because of the large supporting coef- ficient in the ballastless track supporting system, the

158 Xueyi LIU et al. / Advances in design theories of high-speed railway ballastless tracks

loading restraint of the track slab, due to the limitation of the loading magnitude and position, shows many dif- ferences. For convenience, no matter for the unitary or the continuous structure, the warping stress of the bal- lastless track in the longitudinal or lateral direction is calculated in accordance with the infinite slab. 6. Calculation of foundation deformation

effect

Ballastless track will be influenced remarkably by the large rigidity of the track slab or the bed slab once un- even deformation occurs at the foundation.

In the Japanese slab track base design, the maximum settlement displacement ( ) occurs at the mid-point and at the ends of the baseplate with the half-wave sinusoid of =20 mm at the service and fatigue state, together with that of =30 mm at the ultimate state. Based on the deformation relevance, the rigidities at different loca- tions of the settlement area with an interval of 5 m are calculated to ensure the settlement of the baseplate un- der the dead load reaches the designed uneven settle- ment. Then the additional bending moment [33] due to foundation deformation of the baseplate is calculated. Germany has a concept of “zero settlement” that un- even settlement must not occur. Thus, there is no need to consider the uneven settlement effect in design. Al- though high-speed railways have developed rapidly in China, uneven settlement is also inevitable at the sub- grade-bridge transitional sections and high embankment. In order to ensure the proper operation of ballastless track, the influence of uneven settlement of foundation should be considered in the design of ballastless track in China.

Because of the large rigidity of ballastless track, when there is uneven settlement, the slab will have the same de- formation as the foundation, which can be viewed as a forced displacement of the slab structure. In this case, the bending moment of the slab under the action of founda- tion deformation equals to the product of its flexural ri- gidity and the uneven deformation curvature. 7. Design of ballastless track structure

The bearing structures of the ballastless track mainly include plain concrete, reinforced concrete, and prestressed reinforced concrete. The plain concrete structure is usually applied to the tunnels with good foundation and small ambient temperature variation. In this case, the slab will not crack [34] under the action of train load and environmental factors. Under the common foundation conditions, the slab may readily crack with the influences of foundation deformation, train load, and

environmental factors. Thus, it is necessary to add rein- forcements to limit the crack development. As for the continuous reinforcement concrete slab, because the temperature stress is the main influencing factor, rein- forcements are laid near the neutral axis to limit the crack width and crack interval of the track slab. For the sections with severely weak foundations, the bending moment in the slab is usually large. In order to limit the crack width, we need to thicken the slab or improve the foundation, which results in high costs. In that case, placing reinforcements in top and bottom layers can help the track slab bear more bending moment [35-36]. To limit the crack width and improve the structure dura- bility, steel fiber concrete has been increasingly used in the ballastless track structure [37-38]. In cold areas, prestressed reinforced concrete structure is often adopted for decreasing the freezing injury.

The allowable stress method and the ultimate state method are generally utilized in the concrete structure design. As the Japanese track slab was designed as rein- forced concrete structure originally, the allowable stress method is adopted provided that the track slab concrete under the action of bending moment conforms to the hypothesis of plane mechanism, while the tensile stress of the concrete in the tension zone is negligible. The al- lowable stress of the reinforcement depending on the re- peated loading times varies with different design wheel load and structure types. In the cold areas, anti-freezing measures should be taken. Considering factors such as construction and costs, the prestressed reinforced con- crete structure [39] designed by partial limit state theory is applied.

For the German ballastless tracks like Rheda and Züblin, the longitudinal reinforcements are placed in the continuous slab for the purpose of controlling the crack types and width. The width of the slab is determined by the Westergaard’s stress equations and the allowable compressive stress of the subgrade surface. Determina- tion of the slab thickness follows the principle that the stress caused by temperature gradient and load is less than the flexural strength of the slab concrete. The sup- porting layer is composed of plain concrete probably with cracks or is the hydraulic supporting layer structure. The load stress should be checked within the permissi- ble limit to determine the modulus of elasticity of the supporting layer.

Ballastless track, laid on the elastic foundation under the long-term repeated action of train load and environ- mental change, is of band structure distinct from the structures like bridge and building. In order to ensure its high accuracy and high stability, the rail structure is re- quired to work in an elastic condition under the action of train load and surrounding factors. Therefore, we sug- gest that the ballastless track structure design adopts the

Journal of Modern Transportation 2011 19(3): 154-162 159

allowable stress method for the innovative research of high speed railway in China.

During the design, it is assumed that every plane cross-section remains a plane under the action of the bending moment. The normal stress of the concrete in the compression zone takes a triangle pattern, the tensile strength of the concrete in the tension zone is neglected for the reinforced concrete components, and the normal stress of the concrete in the tension zone also takes a tri- angle pattern for prestressed reinforced concrete com- ponents. Under the action of axial force, the temperature stress of the continuous ballastless track, which may cause cracking, is resisted by the reinforcement, and the plane assumption is invalid.

Because the method for calculating the load effect, especially under the action of bending moment is differ- ent from the calculation model for structure design, a correction factor is introduced to eliminate the differ- ence in the obtained results. The specific design flow for the ballastless track structure is shown in Fig. 2.

As for the unit ballastless track, the reinforcement is mainly based on the load bending moment and the effect temperature force is negligible. For the continuous ballas- tless track, concrete contraction and temperature de- creases are the main factors influencing the reinforcement. The load combinations for the different kinds of ballast-

less track on diverse foundations are listed in Table 1. The daily temperature has a periodic variation, leading

to a periodic variation in temperature stress and warping stress. Nevertheless, the maximum temperature gradient and the maximum temperature force do not appear every- day. Especially for the continuous ballastless track, the maximum temperature force only occurs at the critical state when a new crack appears. When the crack is stabi- lized, the temperature force is mostly less than the maxi- mum temperature tension. Therefore, the maximum tem- perature tension is unlikely to appear in the continuous ballastless track, and it can be regarded as a kind of load combination and checked independently.

The subgrade of PDLs is required to be designed and constructed under the concept of “zero settlement”. However, uneven settlement is easy to occur at the tran- sitional section between subgrade and the structures such as bridge, tunnel or culvert. And the probability of the uneven settlement within a small range occurring to common sections is quite low. Therefore, the uneven settlement of subgrade should be combined as an addi- tional force with a low probability of occurrence. Under the train load, a bridge has bending deformation which coincides with the train load. Consequently, the bridge bending deformation should be combined as the main force the same as the train load.

Fig. 2 Design flow for the ballastless track structure

Tentative structure size

Tentative reinforcement

Internal force calculation

Train load bending moment

Temperature gradient

Foundation deformation bending moment

Temperature force

Load stress

Reinforcement optimization

Finish design

Allowable stress [ ]

Structure functional design

Train load bending moment structure

coefficient

Temperature gradient bending moment

structure coefficient

Foundation deformation bending moment

structure coefficient

Structure coefficient calculation

[ ]

160 Xueyi LIU et al. / Advances in design theories of high-speed railway ballastless tracks

Table 1 Suggested load combinations for different types of ballastless tracks

Type Load combination

On subgrade On bridge In tunnel

Unit ballastless track

Main force 3MTrain 3MTrain 3MTrain

1.5MTrain+M T 1.5MTrain+M T+ MD

Main force +additional force 1.5MTrain+M T+ MD

Continuous ballastless track

Main force

3MTrain 3MTrain 3MTrain

FT, max FT, max FT, max

1.5MTrain+M T+FT 1.5MTrain+M T+ MD +FT+ FD 1.5MTrain +FT

Main force +additional force 1.5MTrain+M T+MD+FT 1.5MTrain+M T+ MD +FT+FB+FD

Note: MTrain denotes the bending moment caused by train load, M T denotes the bending moment caused by temperature gradient, MD denotes the bending moment caused by foundation deformation, FT,max denotes the maximum temperature force, FT denotes the temperature force, FD denotes the axial force caused by foundation deformation, and FB denotes the braking force.

According to the load combinations shown in Table 1,

one should decide whether the edge stress of the sup- porting layer in the ballastless track exceeds its cracking stress. If the edge stress is lower than the cracking stress, then the supporting layer of the concrete will not crack, and reinforcement is unnecessary or should be placed in accordance with the structure. If the edge stress is higher than the cracking stress, then the supporting layer will crack. Especially for the continuous ballastless track, full-section cracking is likely to occur. At the moment, all the concrete in the tension zone at the cracking loca- tion under the action of bending moment stops working, and all the tension is resisted by the reinforcement. Nev- ertheless, the concrete between two cracks in the tension zone is still functioning, which leads to the variation of sectional flexural rigidity and neutral axial. The flexural rigidity of the cracked slab is decreased sharply. A thin- ner slab with a higher concrete grade will have a smaller flexural rigidity after cracked.

The flexural rigidity used for the load stress calcula- tion is the one with the supporting layer’s full section sharing the stress. However, during the design the con- crete in the tension zone is supposedly out of operation completely, from which some error will occur and there is a need for revision.

According to the elastic foundation beam theory, the bending moment of the foundation beam under the con- centrated load (train load) is directly related to the coef- ficient of elasticity of the foundation and the flexural ri- gidity of the foundation beam. The bending moment of the foundation beam is directly proportional to the 1/4 power of its flexural rigidity. Similarly, the bending moments of the slab caused by temperature gradient and foundation deformation are directly proportional to its

flexural rigidity. Thus, the correction factor of the bend- ing moment caused by train load, temperature gradient and foundation deformation can be obtained. 8. Conclusions and suggestions

Ballastless track, with the merits of good ride comfort, high stability and little maintenance, has become the main type of the rail structure. The design concepts of the ballastless track are different in different countries: the factors considered in design and the calculation methods vary greatly with each other. This paper has summarized and analyzed calculation and design meth- ods for ballastless track in the world. Based on the re- innovation research results of the ballastless track in China, relatively general design concepts and methods for ballastless track were put forward tentatively, which guided the design of ballastless track on the Suining- Chongqing test section, the Wuhan-Guangzhou passen- ger dedicated line, the Lanzhou-Urumchi No.2 double line, as well as the reference diagram design of the slab track and the double block track.

Although, a type of structure with little maintenance, the ballastless track has many conditions during operation. Therefore, the design theory of ballastless track still needs further study. The future work may involve the following:

(1) Research on the fatigue properties under the cou- pling action of train and temperature load. Train load and temperature load are two kinds of loads repeatedly acting on the ballastless track. The statistical character- istics of train load and temperature load, especially the fatigue properties under different loads and their cou-

Journal of Modern Transportation 2011 19(3): 154-162 161

pling action, should be studied to provide a basis for predicting the fatigue life of ballastless track.

(2) Research on the durability of ballastless track. The ballastless track is a composite structure composed of many kinds of materials. Under the combined action of environment and train load, different kinds of materials have different degradation curves, and the damage in one component will influence the durability of the whole structure. Therefore, a systematic method should be applied to the durability research of ballastless track, to realize a design concept of little maintenance.

(3) Research on long-term dynamic properties. Under the long-term combined action of train load induced vi- bration and natural environment, the function of the components of ballastless track is likely to degrade gradually. Consequently, the dynamic characteristics of ballastless track, and the safety and stability of train will be influenced. An analysis model of ballastless track with damage should be established for research on the long-term dynamic properties of ballastless track.

(4) Research on maintenance mechanics. At the be- ginning of the construction of ballastless track, some conditions have already occurred because of the errors in design and construction. Thus far, there is lack of a systematic, intensive study on the causes of diseases and the countermeasures. The intensive study on disease mechanism, maintenance standard, maintenance time, maintenance method, and the influence of maintenance on track and train will lay a good foundation for the maintenance work of ballastless track.

Acknowledgements

This work was supported by the National Natural Science Foundation of China (No. 51008258), and the Fundamental Research Funds for the Central Universi- ties (No. SWJTU09BR038).

References

[1] Y.X. Wei, Y.J. Qiu, Research on the subgrade surface stiffness of ballastless track of high-speed railway, Journal of Railway Engineering Society, 2010(7): 15-20 (in Chinese).

[2] L. Bernhard, Developments in road pavement construc- tion and railway track technology for a sustainable sur- face transport infrastructure, In: The Emerging Frontiers of Transportation and Development in China, Chengdu, 2009.

[3] D.Z. Zheng, D.C. Feng, Mechanics of Layered Elastic System, Harbin: Harbin Institute of Technology Press, 2001: 126-133 (in Chinese).

[4] Ando Satoshi, Loading-deformation characteristics of slab track with temperature variation, Railway Summary Report, 1989, 10(3): 2-9.

[5] Q.C. Wan, Y.G. Lu, Stress Calculation of New Sub-rail Foundations, Beijing: China Railway Publishing House, 1987: 15-45 (in Chinese).

[6] C. Esveld, Modern Railway Track, 2nd ed., Zaltbommel: MRT Productions, 2001: 71-73.

[7] Y.X. Liu, X.F. Chen, Two analytical methods of slab track structures. Urban Mass Transit 2007(6) 32- 34,66 (in Chinese).

[8] C.Y. Qi, Research of soil subgrade slab track structures strength calculation, Railway Standard Design, 2006(2): 26-28 (in Chinese).

[9] L. Sun, Double-block ballastless track design of Wu- Guang passenger railway, Railway Standard Design, 2006(Sup.): 155-158 (in Chinese)

[10] S. Yoshihiko, New Track Mechanics, trans. Y. Xu, Bei- jing: China Railway Publishing House, 2001: 238-240 (in Chinese).

[11] J. Eisenmann, G. Leykauf, Slab track for railways, In: Concrete Calendar 2000, Berlin: Verlag Ernst & Sohn, 2000: 10-15 (in German).

[12] J.J. Fan, Modern Railway Track, Beijing: China Railway Publishing House 2000: 43-51 (in Chinese).

[13] J. Eisenmann, The dimension of a type of slab track, Railway Engineering, 1991, 42(3): 116-118, 120-122, 124 (in German).

[14] Q.D. Yue F.X. Jiang, X.G. Li, A study on mechanical model of two-level crossing superposed beam system for section track structure, Railway Standard Design, 2002(12): 1-4 (in Chinese).

[15] S.Q. Li, S.J. Duan, J.W. Wang, et al., Track structure model of elastic supported grillage girder, Engineering Mechanics, 2001(Sup.): 508-513 (in Chinese).

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[17] C.X. Liu, W.M. Zhai, Elementary research on problem of slab’s intensity by means of finite element analysis, Journal of Railway Engineering Society, 2001(1): 24-26 (in Chinese).

[18] L. Gao, M.N. Ma, D.M. Wang, Mechanic characteristic research of ballastless track structures on bridge with linear motion actuator delivery system, Railway Stan- dard Design, 2007(7): 5-7 (in Chinese).

[19] C.X. Li, C.H. Li, Z.H. Kou, Mechanics analysis of slab track on soil foundation, Railway Engineering, 2005(7): 88-90 (in Chinese).

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[21] P.R. Zhao, Y.A. Zhang, X.Y. Liu, et al., Beam-plate model on the elastic foundation of ballastless track, China Railway Science, 2009(3): 1-4 (in Chinese).

[22] J. Ren, Preliminary research and design of slab track, Railway Standard Design, 1996(6): 25-28 (in Chinese).

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Journal of Southwest Jiaotong University, 2010, 45(4): 493-497 (in Chinese).

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[27] Rail. ONE GnmH, Rheda 2000 Crack width calculation according to DIN 1045-1, Ingolstaedter, 2005.

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[34] A. Faeh, M. Gloor, T. Gerber, Optimised ballastless track systems, In: IABSE Symposium, Antwerp, Belgium, August 2003: 52-60.

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(Editor: Junsi LAN)

1. Introduction
2. Overview of ballastless track design theories
3. Calculation of train load stress
4. Calculation of temperature stress
5. Calculation of warping stress
6. Calculation of foundation deformation effect
7. Design of ballastless track structure
8. Conclusions and suggestions
Acknowledgements
References

order resources/esc-210.pdf

Technical Note - TN 069: 2016

Subject: Replacement of AK track recording units

Issued date: 29 September 2016

Effective date: 29 September 2016

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

This technical note is issued by the Asset Standards Authority to address an issue arising from

the replacement of the AK track recording units by the Mechanised Track Patrol (MTP) vehicles.

Tables 16 and 17 in ESC 210 Track Geometry and Stability, Version 4.8 list track geometry

measurement limits for manual methods and measurements derived by the AK Car.

1. ESC 210 - Section 12.1.1 This section specifically deals with mainline track geometry limits. Table 16 - Normal Limits for

Track Geometry and Table 17 – Damage Limits for Track Geometry both provide limits for

measurements derived by the AK Car. Due to the planned replacement of the AK Car by MTP

vehicles in December 2016, any references to “AK Car” should be replaced with the term “Track

Recording Car”.

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Technical Note - TN 028 : 2015

Technical Note – TN 028: 2015

Subject: Configuration control of speed boards

Issued date 14 May 2015

Effective date 14 May 2015

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

This technical note is issued by the Asset Standards Authority to expand on the requirements of

ESC 210 Track Geometry and Stability, Version 4.8. This technical note relates to configuration

control of speed boards, specifically applicable to the process for amending and advertising the

authorised speed boards published in the train operating conditions (TOC) manual.

All parties involved in undertaking a review or modification to track speed and the associated

speed boards across the Sydney metropolitan rail area shall consult and seek approval from the

AEO responsible for operations and maintenance, Sydney Trains.

All queries shall be directed to the Track unit of the Engineering and Systems Integrity division of

Sydney Trains via [email protected].

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Signature

Name David Brown David Cooper John Paff Graham Bradshaw

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mailto:[email protected].

TRACK GEOMETRY AND STABILITY

ESC 210

Engineering Standard Track

Version 4.8

E n

g in

ee ri

n g

S ta

n d

ar d

Issued April 2013

Owner: Chief Engineer, Track

Approved by:

Andrew Wilson Technical Specialist Wheel/Rail

Authorised by:

Malcolm Kerr Chief Engineer Track

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RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Document control

Version Date Summary of change 1 October 2006 First issue as a RailCorp document. Includes content from

C 2009, C 2010, C 2108, C 2200, C 2501, C 4601, C 4610, C 4641, TS 2621, TS 3103, TS 3104, TS 3105, TS 3106, TS 3107, TS 3108, TS 3109, TS 3202, TS 3208, RC 4800, RTS 3640, CTN 05/07, CTN 05/27.

2 April 2007 Minor corrections; inclusion of minimum cant deficiency; clarification on turnouts in vertical curves; clarification of permanent speed design; inclusion of City Underground X Speed sign; addition of kilometre and ½ km posts; inclusion of measurement of kilometrage.

3 October 2007 Correction of errors in formulae in Figure 4 and Figure 5; Clarification of acceptance limits at platforms and clarification of measuring conventions.

4 May 2008 Sections 6.1.3 and 6.1.4 – Correction of symbol errors in figures; Section 7.3.6 – Correction of titles; Section 7.3.6 – Inclusion of limits on grade of track through station platforms; Section 7.5.2.4 – Additional requirements for alignment design at platforms; Section 8.2.1.1 – Correction of error in vertical placement of permanent speed signs to match Figure 11.

4.1 December 2008 Section 3.2 – inclusion of reference to SPC 203; Section 6 – Inclusion of requirement to meet SPC 203; Section 7.3.6 Changes to limits on Grades; Section 7.3.6, 7.5.2 and 7.7 changes to position titles; New Section 10 – Trackside signage; Section 12.2.2 – Inclusion of Foot gauge for zero cant.

4.2 May 2009 Format change; Section 5.3.2 – Vertical curves – Correction of formula for "y"; New Section 6.5 – Inclusion of requirement to determine Clearance Point; Section 7.5.2.4 – Realignment of an Existing Platform - Inclusion of requirement for design that includes a platform cut-back to be approved by the Chief Engineer Track; Section 8.2.1.2 – Sighting time for speedboards - Minimum 6 second sighting time changed to guideline rather than mandatory.

4.3 December 2009 5.1.3 - Correction made to formula for Φ in Figure 4; 6.3 Table 1 Maximum or minimum limits for Max D for XPT on light passenger lines – added -50; 6.7.1 Change position title from Chief Engineer Bridges & Structures to Chief Engineer Civil; 7 - Added description of new speed sign regime; 9 - Add requirement for signage to be visible to drivers for 6 seconds; 10 - Correction of error 350 C becomes 35°C; 11.1 - Added "ballasted to title and body of section to differentiate from fixed track; 11.3 - New section 11.3 Construction and upgrading limits for fixed track; 11.4 Section 11.3 Track Condition Indices renumbered to 11.4; 12.1 - Damage Limits – Track Stability – deleted – covered in Section 10; 12.1 - Section 12.2 Track Geometry limits renumbered to 12.1

4.4 July 2010 Section 6.8 - Addition of requirements for Level Access platform design and consultation with defined stakeholders. Addition of reference to Station Design guidelines Section 7 - Addition of requirement for repeater boards where main line tracks converge.

4.5 February 2011 Section 6.3.3.1 – Addition of limits to horizontal curvature of track approaching conventional turnouts (includes content from CTN 10/16); New Section 6.3.4.3 – Limits on super

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

ramps in special trackwork; Section 6.3.5 - Additional detail relating to limits on vertical curves in turnouts; Section 6.4 – Addition of reference to Siding Design Guidelines; Section 6.4.4 - Additional requirements for maximum grades in Train Examination areas; Section 7.2.1.1 Addition of rules for orientation of Permanent Speed Signs previously contained in Network Rule NSG 604, now deleted.

4.6 August 2011 6 - Table 1 – Change max Ea T/out (Thru road) Sim to 50mm; Change max Ea T/out (Thru road) Contra to 50mm (from 55mm) to match requirement in ESC 250; 7.1.1 Addition of requirement for all speed signs to be erected at 3 speed sign locations. Deletion of description applicable when only 2 or one of the 3 signs are installed; 11.2.3 Correction of error in acceptance limits for general height for mechanised resurfacing (+ and _ need to be reversed; reduction in allowable lift from 150mm to 100mm; addition of requirements to consider impact of track lifts on ballast top bridges; 11.3.2 - Changed and additional acceptance limits for track geometry on fixed track

4.7 April 2012 Reformatted to new template; 5.1.4 - Figure 6 - Corrections of errors in compound transition diagram and flow chart ; 6.3.6 - Table 1 - Added limits on cant deficiency in diamond crossings; Added guidance on transition ramp limits; 11.1.1 - Addition of requirement to do visual check on “as constructed” geometry; 11.2.3 - Varied maintenance acceptance limits on height at restricted clearance locations; 12.1.3 - Table 18 – Correction of error in Rail level limits associated with OHW

4.8 April 2013 Changes detailed in Summary table below.

Summary of changes from previous version

Summary of change Section

Control changes Control Pages

Changed percentage increment of grade design from MR to NL 5.3.1

Included statement regarding use of straights between curves 6.3.3.4

Clarification of requirements for curvature in platforms 6.6.2.2

Clarification of requirements for curvature in platforms 6.6.2.3

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Contents 1 Purpose, Scope and Application...........................................................................................5

2 References...............................................................................................................................5

2.1 Australian and International Standards.....................................................................................5

2.2 RailCorp Documents .................................................................................................................5

2.3 Other References......................................................................................................................5

3 Conventions ............................................................................................................................5

4 Design and Performance Criteria ..........................................................................................6

5 Horizontal and Vertical Alignment ........................................................................................6

5.1 Horizontal Alignment Components ...........................................................................................6

5.2 Location of Kilometrage ..........................................................................................................12

5.3 Vertical Alignment Components..............................................................................................14

6 Geometry Design Requirements .........................................................................................16

6.1 General....................................................................................................................................16

6.2 Design Formulae.....................................................................................................................18

6.3 Mainline Geometry Design Limits ...........................................................................................20

6.4 Siding Geometry Design Limits...............................................................................................27

6.5 Clearance Points at Converging Tracks .................................................................................29

6.6 Geometry Design Requirements for Alignment at Platforms..................................................30

6.7 Geometry Design Requirements for Regrading and Realignment .........................................32

6.8 Changes to Track Geometry Affecting Station Platforms .......................................................34

6.9 Geometry Design Requirements for Temporary Trackwork ...................................................34

6.10 Geometry Design Requirements for Train Monitoring Equipment..........................................34

6.11 Changes to Design Geometry Affecting Overhead Wiring .....................................................35

7 Permanent Speed of Trains .................................................................................................35

7.1 Speed Sign Description...........................................................................................................36

7.2 Placement Rules .....................................................................................................................38

8 Survey Control Requirements .............................................................................................41

8.1 General....................................................................................................................................41

8.2 Track Control Standard Marking .............................................................................................41

8.3 Kilometre Posts .......................................................................................................................42

8.4 Measurement of Kilometrage..................................................................................................43

9 Trackside Signage ................................................................................................................43

10 Track Stability........................................................................................................................44

11 Acceptance Standards .........................................................................................................44

11.1 Construction and Upgrading of Plain Ballasted Track ............................................................44

11.2 Maintenance of Plain Ballasted Track.....................................................................................47

11.3 Construction and Upgrading Limits for Fixed Track................................................................50

11.4 Track Condition Indices...........................................................................................................52

12 Damage Limits.......................................................................................................................54

12.1 Track Geometry Limits ............................................................................................................54

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

1 Purpose, Scope and Application This Standard establishes design requirements, acceptance standards and damage limits for track geometry, track stability and maximum speed of trains.

It is applicable to all RailCorp mainline and siding tracks.

2 References

2.1 Australian and International Standards Nil

2.2 RailCorp Documents ESC 200 Track System

ESC 215 Transit Space

ESC 250 – Turnouts & Special Trackwork

ESC 410 – Formation & Earthworks

SPC 203 – Track Design Specification

SPC 211 – Survey Specification

SPC 213 – Track Side Signs

NSG 604 – RailCorp Network Rule – "Track speed signs"

OS 001 IM – Train Operating Conditions Manual (TOC Manual)

RailCorp Drawing CV0218653 – Standard Speed Sign Fixings

Station Design Guidelines

RailCorp Design Guidelines for the Upgrade & Construction of New & Existing Train Stabling Yards and Turnback Sidings

2.3 Other References Nil

3 Conventions This document contains mandatory requirements and guidelines. To aid understanding and compliance, all instances have been marked as follows:

Mandatory Requirement – SHALL be met …...MR

Guideline – preferred where practical .........G

Normal design limit. Where maintenance issues arise, maintainer acceptance is ……NL required

Maximum (or minimum) design limit. SHALL NOT be exceeded unless …...ML EXCEPTIONAL limits apply

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

4 Design and Performance Criteria This standard has been developed in consideration of the following criteria:

• Horizontal alignment of the rails including gauge, curves and transitions, • Vertical alignment including vertical curves and grades, • Minimising grades and curvature, • Rollingstock speed, response and wheelset geometry, • Superelevation and cant deficiency requirements for both track and rollingstock, • Terrain, • Sighting distance requirements.

5 Horizontal and Vertical Alignment Horizontal and vertical alignment shall be designed to meet the requirements …...MR specified in Section 6 using a combination of the following components.

The design output (framepoint co-ordinates) for horizontal alignment shall be …...MR stated (calculated) to a minimum of 6 decimal places of a metre (0.000001).

Preparation, content and presentation of track design documentation and …...MR drawings shall be undertaken in accordance with the requirements of RailCorp Engineering Specification SPC 203 - Track Design.

5.1 Horizontal Alignment Components Horizontal alignment defines the centreline of the '4 foot' of each track.

Horizontal alignment shall be defined by combination of any of the following …...MR individual components:

• Straights • Circular curves • Transitions • Compound transitions

See Figure 1 for component names, point names and various combinations of components.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Circular Curve

CTRS Compound Transition

CTRS

Transition

Straight

TP Circular Curves

Circular Curve

Transition

CTP

TRS

Straight CC

Bend

TRS

TRS Transition

Circular Curve

Transition

TRS TP

Straight

CTP

Bend Bend in straight TP Tangent Point CTP Common Tangent Point TRS Transition Point CTRS Compound Transition Point CC Centre of Circle

Figure 1 - Horizontal Alignment Component Combinations

5.1.1 Straights

A straight shall be defined by a pair of tangent points (TP), a pair of bends, or a …...MR combination of both.

A bend is the point of intersection of two separate straights.

A bend shall be created when a change of angle occurs or where it is …...MR necessary to define the alignment of a point on the straight.

Each TP or bend shall have a unique coordinate set (Easting-E, Northing-N). …...MR

The bearing and distance of each straight are derived numbers.

See Figure 2 for the mathematical relationship for straights.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

TP1 km1

E1 N1

TP2

E2 N2

Extent of Straight component

→BRG TP om

TP m

1 to TP 2

frStraight of Bearing =

D froStraight of Length =

  



− −

12 ) 0N1  

−1 NN EE

tan ( NIf 180 2 0 <−+

( NIf ) Eand 0≥ 0EN360 1212 0 <−−+

( 2E )2 + ( 2N )2 11 NE −−

Dkm1 +

km2

BRG →=

D =

km2 =

Figure 2 – Straight Component

5.1.2 Circular Curves

A circular curve shall be defined by three coordinated points, two being the end …...MR points of the circular curve on the centreline and the third being the centre of circle (CC).

Each of the three points shall have a unique coordinate set (E, N). …...MR

The radius of the circular curve is a derived number and shall be the arithmetic …...MR mean of the distances calculated from each end point coordinate set to the CC coordinate set.

The length of the circular curve is nominated by the arc distance, shown in metres.

See Figure 3 for the mathematical relationships for circular curves.

T R

S 1k

m 1

E 1N

BRG2

R = Radius of curve A = Arc length from

TRS to CTP

B R

G 1

D 1

D1 + D2R = 2

δ = BRG 2 − BRG 1

δ × π × R A =

180

km2 = km1 + A

Centre E3N3

CTP2km2 (Alternatively E2N2 TRS2 of

CTRS)

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Figure 3 – Circular Curve Component

5.1.3 Transitions

A transition is the component that joins the straight to the circular curve and is based on a cubic parabola.

The transition shall be defined by three co-ordinate points, being the tangent …...MR point (TP), transition point (TRS) and the centre of circle (CC).

Each of the three points shall have a unique coordinate set (E,N). …...MR

The associated radius and transition data (Xc, X', h, θ, Ø, m, L) are derived values using the three coordinate sets.

The length of the transition (L) is a derived distance. …...MR

See Figure 4 and Figure 5 for the mathematical relationships for transition curves.

L θ

BRG2

D2T P

k m

E 1 N

TRS km2

E2 N2

km2 = km1+ L

BRG1 D1

B R

G 3

D 3

Centre E3 N3

From Co-ordinates of TP, TRS and Centre calculate Bearing and Distance as indicated

1D R=

3D hR +=

To determine xc

    





    





 



 





 



 





+  

  

 ×− =Φ

− − 240

3 R x

3 4 3

cos cos

2 sin

First Approximation99.0Dx 2c ×=

 

  

 Φ = − 3

tan tanθ 1

θ =

cos

x D c'

99.0Dx 2c ×=

cxNew NO ' D2Try xc ×

' ' D2 = D2 D2

YES

Transition parameters Radius and xc obtained

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Figure 4 – Transition Component

c   



Parameters: Radius (R); Transition Identifier (xc)

  

R x

3 4 3−1 − ×

  

cos  2Φ = sin−1 + 240 cos

    

    

 

 

  

  

tan Φ m =

3xc 2

 

yc = mx c

1x = R.sinΦ h = yc + R(cos Φ − 1)

tan Φ θ = tan−1

 



x 1

 

..........xm 2176

32805 xm

208 729

xm 8 9 17

c 813

c 69

c 45

c +−+−

2 3

4   

2 3

4   

17 1

813 1

69 1

45 1

2 Lm.0564426Lm.194843L5m17.5 +−+

9 2L = xc + m x 10

  1+ 9m2xc

R = 6mx c

1+ 9m2x1  R1 =

6mx 1

Lm9.0L1 −x1 =

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Figure 5 – Transition Formulae

5.1.4 Compound Transition

A compound transition is the component that joins two circular curves of different radii.

The compound transition shall be defined by four coordinated points, two being …...MR the common points joining the compound transition to the two radii (CTRS) and the other two being the respective centre of circles of each circular curve.

Each of the four points shall have a unique coordinate set (E,N). …...MR

A compound transition is a specific segment of a transition.

See Figure 6 for the mathematical relationships for compound transitions.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

From Co-ordinates of CTRS1, CTRS2, Centre1 and Centre2 calculate Bearing and Distance as indicated

Sc R6.0x =

To determine xc

 

  



−Φ−+Φ Φ+−

= − yccosRycosR

sinRxx tanγ

SSLLL

LLLh1

3 LL mxy =

2 L

1 L mx3tan−=Φ

5.14 L

L mx6 )xm91(

'R + =

LxNewLL R'R =

Transition parameters Radius and xc obtained

YES

First Approximation

1D LR= (rounded to 0.01mm)

2D d=

3D SR= (rounded to 0.01mm)

Calculate ΦS, xh and m from standard transition

formulae

 

  

 = mR6 1

First Approx

d'd = cxNew

YES

( ) ( )2 SSLLL

2 LLLh yccosRycosRsinRxx'd −Φ−+Φ+Φ+−=

' 2

2' c

D xTry ×

xh L

ΦS

D2 = d

C T

R S

1 km

E 1 N

C T

R S

2 km

E 2 N

BRG

ΦL

Centre1

E N

BRG

αγ

β Centre2

E N

B R

Figure 6 – Compound Transition Component

5.2 Location of Kilometrage

5.2.1 Frame Points

Each frame point (i.e., TP, TRS, CTP, CTRS, Ea point or BEND) shall be given …...MR a label called a "Survey kilometrage".

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

The "Survey kilometrage" is a distance measured from Sydney along the centreline '4 foot' of each track. "Survey kilometrage" 0.000km is located at the Buffer Stop at Central No.1 Platform.

The "Survey kilometrage" of any frame point shall be the cumulative total from …...MR Sydney of the individual "adjusted" component lengths, each component length being derived.

5.2.2 Kilometrage Adjustments

Kilometrage adjustments shall be incorporated to align the survey kilometrage of one track section to another. This requirement recognises the practical difficulties involved in repositioning all location markers and survey details where alignment changes result in changes to length of sections of track.

In multiple track locations, where practical, kilometrage adjustments shall be ……..G placed at the beginning of parallel straights greater than 100 metres in length to align the kilometrage of each centreline.

The Down track should be adopted as the through survey kilometrage. ….....G

The nominated survey kilometrage at this point shall be the adjusted …...MR kilometrage, ie, the kilometrage to be carried forward.

5.2.3 Long and Short Intervals

A long or short interval shall be nominated as well as the actual length. This …...MR interval shall be located on a straight immediately before the point adjustment.

The length of the interval shall be limited to the distance between the last …...MR increment point and the point adjustment.

The length of the interval shall be such that there is only one location for any …...MR nominated kilometrage.

A long interval is a negative adjustment.

A short interval is a positive adjustment.

The interval shall be contained within the track to which it relates. …...MR

The interval should be contained wholly within a straight. ……G

The straight should be >100m in length. ……G

The kilometrage of a point within a long interval shall be nominated as 'the start …...MR of interval kilometrage' plus a distance e.g., in Figure 7, the end of platform kilometrage would be 43km200+24.308.

22 0

Schofields

20 0

E nd

o f p

la tfo

rm 20

0 +

2 4.

30 8

Long 20

200 to 220 = 25.200

Km ADJUSTMENT = - 5.200

S hort

Figure 7 – Long Kilometrage Adjustment

S hort

18.517

43km081.483 43km081.483 081.483 to 100

= 10.471

Km ADJUSTMENT 100 100 = + 8.046

100 to 120 = 11.954

PREFERRED LOCATION ………….. OR

Km ADJUSTMENT = + 8.046

120

Figure 8 – Short Kilometrage Adjustment

5.3 Vertical Alignment Components

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Vertical alignment defines the position of the low rail of each track.

Vertical alignment shall be defined as a series of straight grades connected by …...MR vertical curves (VC).

The parameters which define the components shall be: …...MR

• Intersection Point, reduced level (IPRL) • Vertical curve, length (Lv)

5.3.1 Straight Grade

Each straight grade shall be defined by a pair of terminal points called …...MR intersection points (IP), which shall be located at whole 20m kilometrage points.

Each IP shall have a defined reduced level (RL). …...MR

The 'grade' of each straight grade shall be expressed as a percentage. …...MR

The percentage grade shall be an exact increment of 0.005% to give an exact ……NL number of millimetre changes per 20 metres, except where kilometrage adjustment or other similar constraints occur. A grade projected from one IP shall allow the RL of the other IP to be derived to an accuracy of 0.001 of a metre.

5.3.2 Vertical Curves

The vertical curve shall defined by the length (Lv) and shall to be a multiple of ….....G 40m i.e., 40m, 80m, 120m.

The vertical curve shall be based on the quadratic parabola. However in the …...MR determination of its length it shall be equated to a circular curve for convenience and practical purposes.

The parameters of the vertical curve are defined in Figure 9 and by the following formulae.

X = Steeper grade (%) (Note:+ve Grade = UP (Rising)

x = Flatter grade (%) -ve Grade = DOWN (Falling)

1 2RV = Vm2

ΔG = X + x OR X - x if grades are in same direction

LV = RVG round LV up to an even number of 20m intervals (eg. 40, 80,….). 100

RV = 100LV

G LVG

Y = 200

Y = LV (X + x) OR Y =

LV (X − x) if grades are in same direction 2 2

y = 2

L Y

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

4 Y

y Y

A B

Grade AB

Level Plane

Grade -X%

Grade at P

Figure 9 – Vertical Curve Component

6 Geometry Design Requirements

6.1 General Track geometry for track in all classes of mainline and siding shall be designed …...MR to meet the limits for the track class detailed in Table 1 or Table 2 using the formulae detailed in the following sections.

The definition of the structure of different track classifications used in this standard is detailed in RailCorp standard ESC 200.

HST refers to all currently approved High Speed Trains as detailed in OS 001 IM - TOC Manual.

Design of multiple track shall include allowances for multiple track centres as …...MR detailed in ESC 215.

For single lines the alignment of the centre line of the track (4 foot) shall be …...MR used for geometry design calculations.

When redesign of multiple tracks defined by one centre line alignment is …...MR undertaken, the geometry shall be converted to a centre line for each track.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.1.1 Definition of Design Limits

6.1.1.1 Normal Design Limits

The Normal Design Limits represent preferred engineering practice. They allow for low maintenance track. The Normal Design Limits are detailed in Section 6.3 for mainline track and Section 6.4 for sidings.

Track geometry design shall conform to the Normal Design Limits unless …...MR otherwise approved by a person with Engineering Authority for track geometry design, following review and sign-off of maintenance impact (eg resourcing, additional costs, environmental effects etc.) by a person with Engineering Authority for track maintenance for the location in question.

6.1.1.2 Maximum (or Minimum) Design Limits

The Maximum (or Minimum) Design Limits allow for the track to be maintained within the safety limits but may result in higher maintenance requirements and costs. The Maximum (or Minimum) Design Limits are found in Section 6.3 for mainline track and Section 6.4 for sidings.

Track geometry design shall conform to these the Maximum (or Minimum) …...MR Design Limits unless otherwise allowed by the application of Exceptional Design Limits in Section 6.1.1.3 below.

6.1.1.3 Exceptional Design Limits

Some existing infrastructure has been designed with short transitions and higher rates of change of deficiency that exceed the Maximum (or Minimum) Design Limits. Under controlled circumstances these Exceptional Limits shall be authorised by the Chief Engineer Track. The limits are described in Table 2.

These limits shall only be applied in the following circumstances: …...MR

• it applies to existing plain track infrastructure and for new or existing tangential turnout designs

• it applies to individual locations, each justified on a case by case basis

• maintenance personnel shall review the ride on any sections of plain track for which exceptional limits have been applied during routine front of engine inspections (as part of Track Examination) and verify that the ride remains satisfactory at the track speed

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.2 Design Formulae

6.2.1 Abbreviations

Term Symbol Unit

Speed V km/h

Equilibrium speed Ve km/h

Maximum allowable speed Vm km/h

Radius R metre

Radius of turnout Rt metre

Bend angle β degrees

Applied Superelevation (or Cant) Ea millimetre

Difference in Applied Superelevation ΔEa millimetre

Maximum Design Superelevation Em millimetre

Equilibrium Superelevation Ee millimetre

Superelevation Ramp Rate Er 1 in _

Superelevation Deficiency D millimetre

Maximum Superelevation Deficiency Dm millimetre

Superelevation Deficiency in Bend Dβ millimetre

Rate of Change of Deficiency Droc mm/s

Difference in Deficiency ΔD millimetre

Length of Transition L metre

Length of Superelevation Ramp Lr metre

Grade G %

Difference between two adjacent grades ΔG %

Vertical Curve, Equivalent Radius Rv metre

Length of vertical Curve Lv metre

Vertical Acceleration av m/s2

Nominal Spacing of Vehicle Bogies Bc m

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.2.2 Bends

The relationship between the bend angle in degrees between straights (β), and speed (V)

β ⋅ V2

is given by: 4.85 = Dβ ⋅Bc

6.2.3 Circular Curves

6.2.3.1 Radius

The relationship between (R) and the parameters Ea, V & D is given by:

where Ee = Ea + D

R ⋅Ee11.82 = V2

6.2.3.2 Superelevation (or Cant)

The relationship between applied superelevation (Ea) and the parameters R, V & D (see Radius above).

6.2.3.3 Deficiency

The relationship between deficiency (D) and the parameters R, Ea & V (see Radius above).

6.2.4 Transition Curves

6.2.4.1 General

The following provisions apply to transitions from straight to curve and between similar flexure curves.

Transitions shall be as defined in Section 5.1.3.

ΔD ⋅ V The relationship between transition length (L) and speed (V) is given by: 3.6 =

⋅L Droc

ΔD ⋅ V Except where the adopted L is less than Bc, in which case: 3.6 =

Bc ⋅Droc

This equates to a virtual transition due to the spacing of the vehicle bogies.

6.2.4.2 Superelevation

The relationship between superelevation ramp length (Lr) and superelevation parameters Er ⋅ ΔEais given by: 1000 =

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.2.5 Vertical Curves

Vertical curves shall be as defined in Section 5.3.2.

The relationship between speed (V), vertical curve radius (Rv), and vertical acceleration

(av) is given by: 12.96 = av ⋅Rv

6.2.6 Calculation of Speed

Determination of the design speed of trains requires the application of the …...MR following rules:

• Calculate the maximum speed by applying the above formulae to the section of track being reviewed

• Round the speed to the nearest 1 km (e.g. 75.4 becomes 75, 75.5 becomes 76)

• Since Permanent speeds are advertised in multiples of 5km/hr only, adjust the speed to the next LOWEST 5km/hr speed band. (e.g. 76 becomes 75, 79 becomes 75.)

6.3 Mainline Geometry Design Limits

6.3.1 Gauge

Nominal track gauge is 1 435mm for all classes of track. …...MR

6.3.2 Bends

Bends in alignment are generally not desirable. ….....G

The normal limit on bends between straights (β) is given in Table 1. ……NL

The normal limit on allowable deficiency on a bend (Dβ) is the same as the ……NL maximum allowable limit in Table 1.

The maximum allowable bend between straights (β) is given in Table 1. …...ML

The maximum allowable deficiency on a bend (Dβ) is given in Table 1. …...ML

6.3.3 Circular Curves

6.3.3.1 Radius

The selection of curve radii should account for train operating speeds. ….....G Generally flat curves are more desirable than sharp curves but the requirements of platform gaps, environmental impact and maintainability also need to be considered.

The normal limiting radius (R) is given in Table 1. ……NL

The minimum allowable radius (R) is given in Table 1. …...ML

Where radii sharper than Normal Design Limits is proposed detailed …...MR consideration shall be given to the effect of: wear on wheels and rails; flanging

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

and squeal noise; and to the requirements for lubrication and friction modification. Separate requirements shall be imposed at platforms to control the platform gap. (See Section 6.6).

Special requirements apply to horizontal alignment approaching turnouts with ….....G conventional switches. The conventional heeled switch forms a blunt angle to the stockrail. The wheels on the bogie of a vehicle form an angle of attack to the switch. With a sharp radius immediately approaching the switch (and with similar hand to the turnout road) the angle of attack to the turnout switch is increased. This increases the opportunity for derailment also depending on the wheel condition and bogie tracking.

Design of any track approaching turnouts with conventional switches shall not …...MR significantly increase the angle of attack at the switches.

For a minimum of 4 m in advance of the points the track shall be straight. ……NL

Where the normal limit cannot be achieved, the curve shall be no sharper than …...ML 1000m radius.

The requirement does not apply if the hand of the curve is opposite to the hand of the turnout i.e. where the curve does not increase the angle of attack at the switch.

6.3.3.2 Superelevation (or Cant)

The normal limit on superelevation (Ea) is the same as the maximum allowable …...NL superelevation in Table 1.

The maximum allowable superelevation (Ea) is given in Table 1 ...…ML

Superelevation shall be rounded to the nearest 5mm. …...MR

Superelevation should be constant throughout the circular curve and zero on ….....G straights unless design constraints require variation in superelevation.

6.3.3.3 Deficiency

The normal limit on deficiency (D) is given in Table 1. …...NL

The maximum allowable deficiency (D) is given in Table 1 ...…ML

Where track is being designed for a controlled system with basically one ….....G operation and hence a choice of superelevation and cant deficiency, the minimum cant deficiency to be applied is 25mm. This requirement is in line with the principle that a level of positive deficiency is desirable to promote consistent vehicle tracking.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.3.3.4 Length of Horizontal Alignment Components

Straights are not required between adjacent curves ……NL

If a straight is designed between adjacent curves, the following requirements apply:

The most desirable minimum straight length (in metres) between adjacent ….....G V

curves is given by: subject to: 2

• The minimum length of straight between adjacent curves of similar ...…ML flexure is equal to Bc

• The minimum length of straight between reversing curves is equal to Bc …...ML

The normal minimum length of a circular or transition curve is equal to Bc. …...NL

The maximum allowable transition curve length is: L = 0.68R ...…ML

The normal minimum length of superelevation ramp is equal to Bc. ……NL

If L is calculated to be less than Bc, then a transition curve is not essential. ……G

The normal minimum length of superelevation ramp in a non-transitioned …...NL compound curve is equal to Bc (see Figure 10, d). No limits apply to maximum length.

6.3.4 Transition Curves

6.3.4.1 General

The normal limit on Rate of Change of Deficiency (Droc) is given in Table 1. ……NL

The maximum allowable rate of change of deficiency (Droc) is given in Table 1. …...ML

6.3.4.2 Superelevation

Superelevation shall be applied linearly throughout Lr. …...MR

The normal design methods of applying superelevation for various situations …...MR are shown in Figure 10.

The maximum allowable superelevation ramp is related to speed through the …...MR transition but shall also consider the need for the track to be maintainable to meet the Base Operating Condition limits for Track Geometry, where superelevation ramp is considered a twist. Maintenance requirements shall be considered for designs that exceed Normal Limits.

a) Similar flexure curves with b) Similar flexure curves with straight > Bc straight < Bc

> Bc

Ea1 Ea2

TRS TP TP TRS

c) Compound curve (transitioned)

Ea2Ea1

TRS TP TP TRS

d) Compound curve (non- transitioned)

> Bc

Ea2

Ea1

TRS TRS

e) Reversing curves with straight > Bc

Ea2

Ea1

Ea CTP Ea Point Point

f) Reversing curves with straight < Bc

> Bc

Ea1

TRS TP TP TRS Ea2 TRS

< Bc

Ea1

TRS TP TP Ea2

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Figure 10 – Methods of Applying Superelevation

Note: The heavy line represents the applies superelevation through the area of the transitions.

When a curve has no transition then the superelevation shall be applied ...…MR symmetrically about the geometric framepoint (i.e. TP or CTP) as in case (d), above.

6.3.4.3 Transitions in Special Trackwork

There should be no superelevation transitions through or within 5m of a turnout ……NL or other special trackwork (diamonds, slips etc.).

The maximum allowable superelevation ramp rate (Er) through or within 5m of ...…ML a turnout except at diamond crossings or swingnose crossings shall be 1 in 1000.

The maximum allowable superelevation ramp rate (Er) through or within 5m of ...…ML a diamond crossing or swing nose crossing shall be 1 in 2000.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.3.5 Vertical Curves

The normal limiting vertical radius (Rv) is given in Table 1. ……NL

The minimum allowable vertical radius (Rv) is given in Table 1. …..ML

The maximum allowable vertical acceleration (av) in a vertical curve is given in …..ML Table 1.

2600 …...MR A vertical curve is required when the grade difference is: ΔG ≥ or when

V 2

ΔG ≥ 1%

Track through turnouts and for 5m in front of switch tip shall be of constant ……NL gradient (no vertical curvature).

Configuration approval is required if the turnout (new or replacement) is not …..MR located on a constantly graded section of track.

If vertical curves cannot be avoided, special consideration shall be given to:

• vertical displacement of the switch to determine that it falls within tolerances for installation and maintenance,

• changes in superelevation in switches. Super ramp in switches needs to be avoided or at least limited in any case,

• absolute vertical curve limit, • the effect of negative superelevation on the turnout road.

The minimum allowable vertical radius (Rv) through turnouts and for 5m in front …...ML of switch tip is given in Table 1.

6.3.6 Grades

Track gradient should be as flat as possible excepting that design of grade ……..G shall consider requirements for drainage, particularly through cuttings and platforms, as detailed below.

The normal limit on grades is given in Table 1 ……NL

The maximum limit on grades is given in Table 1. …...ML

The maximum significant grade allowable in a section of track is the ruling …...MR grade for that section. Grades over short distances may be steeper than the ruling grade if it can be shown that there will be no effect on train operations (including the effects of curvature).

The ruling grade for a section of track is documented in OS 001 IM - Train Operating Conditions (TOC) Manual.

When designing grades within 1 in 5 of the ruling grade advice shall be sought from the Manager Rolling Stock Access Integrity.

The design grade shall not exceed the ruling grade without the approval of the Manager Rolling Stock Access Integrity.

When designing grades within 1 in 5 of the ruling grade the grade shall be …...MR 60

compensated for curvature by an amount: % R

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

The minimum grade in cuttings shall not be flatter than 0.5% (1 in 200) without …...MR provision for special drainage.

Grades at platforms

For the design of new platforms facing new track work:

• Track grade shall be constant through the platform and for 40m beyond …...NL each end of the platform

• The Normal Limit on grade shall be no steeper than 1:150 …...NL • The Maximum Limit on grade shall be no steeper than 1:100 …...ML

Where a combination of existing and new infrastructure is being designed, use “best endeavours” to approach the standards for new infrastructure.

Care needs to be taken with drainage design to ensure effective drainage flow.

Normal Limits Maximum (or Minimum) Limits

Parameter

Passenger Main Line and Mixed

Passenger Freight Main Line

Light Passenger

Passenger Main Line and Mixed

Passenger Freight Main

Line

Light Passenger

Max V (km/h) Normal 115 100 115 100

XPT 160 140 160 140

Adopted Bc (m) 13 13 13 13

Max β (degrees) 1° 1° 1°50' 1°50'

Max Dβ (mm) 25 25 40 40

Min R (m) 400 400 160 160

Max Ea (mm) Mainline 125 100 140 100

Platforms See Section 6.6.2 See Section 6.6.2

T/out (Thru road) Sim 50 50 50 5 0

T/out (Thru road) Contra 20 20 50 (Note 3) 40(Note 3)

Max D (mm) (Note 1)

Plain Track Normal ±75 ±50 +80/-75 ±75

XPT (T1) +110/-75 +75/-50 +110/-75 +75/-50

Turnout track Conventional turnouts

Normal 75 50 75 75

XPT (T1) 100 75 110 100

Turnout track Tangential turnouts

Normal 75 75 85 85

XPT (T1) 100 100 110 110

Diamond Crossings

Normal 0 0 25 25

XPT (T1) 0 0 25 25

Max Droc

(mm/s) Plain Track Normal 37 37 55 55

XPT (T1) 55 55 65 65

Turnout track Conventional turnouts

Normal 85 75 110 85

XPT (T1) 85 75 110 85

Turnout track Tangential turnouts

Normal 110 110 135 135

XPT (T1) 110 110 135 135

Rate of change of superelevation Earoc (mm/s)

Normal 37 37 55 55

XPT (T1) 55 55 65 65

Min Er (1 in ) 1000 900 500 (Note 4) 400 (Note 4)

Min Rv (m) Plain Track 1300 1300 1300 1300

Turnouts Constant Grade 3000 3000

Max av (m/s2) 0.2 0.2 0.4 0.4

Grade G (compensated) (Note 2)

1 in 100 1 in 100 Ruling Grade Ruling Grade

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Table 1 – Normal and maximum (or minimum) design limits of basic parameters

Note: 1 The design limit for negative D applies to the normal operation of the most significant trains over the track being designed.

2. Ruling grade shall not be compromised

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

3. Only allowable when maximum deficiency does not exceed 75mm on Turnout Road

4. Consideration needs to be given to the implications for Base Operating Conditions for track geometry. Rates less than 1 in 650 will impact on track maintenance for speeds more than 60kph

Parameter

Passenger Main Line and

Mixed Passenger

Freight Main Line

Light Passenger

Max D (mm) Passenger only 100

Max Droc (mm/s) Normal 135

Min Er (1 in ) 300 300

Grade G (compensated) 1 in 30 1 in 30

Table 2 - Exceptional design limits of basic parameters

6.4 Siding Geometry Design Limits All classes of sidings shall be designed to the following geometric standards. …..MR

The maximum design train speed on a siding is 25km/h. If proposed speeds in …..MR a siding are >25km/h main line geometry design standards shall apply.

The “RailCorp Design Guidelines for the Upgrade & Construction of New & Existing Train Stabling Yards and Turnback Sidings” contain design requirements for stabling yards and turnback sidings that include the requirements for train presentation, train examination, staff access etc. These must be considered as part of the geometry design in any applicable sidings.

6.4.1 Circular Curves

6.4.1.1 Radius

The Normal minimum radius (R) for sidings is given in Table 3 and the …...MR minimum allowable radius (R) is given in Table 4

Transitions are not required on curves in sidings. ……..G

The gauge shall be widened on sharp curves as detailed Table 5 …...MR

6.4.1.2 Superelevation

Superelevation is not required on sidings except as required to connect to a ……..G mainline turnout.

The maximum rate of removing mainline superelevation shall be 1 in 500. The …...MR superelevation ramp shall commence clear of turnout bearers.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.4.2 Reverse Curves

A desirable straight of 20m shall be provided between reverse curves of 200m ……NL radius and less.

For reverse curves of greater than 200m radius the length of straight may be ……..G reduced to 13m.

If, because of existing restraints, this straight cannot be economically obtained, …...ML the straight may be reduced to 10m provided it is understood long vehicles may require shunting separately to avoid buffer locking.

6.4.3 Vertical Curves

2600 …...MR Vertical curves shall be provided when the grade difference is: Δ G ≥ or

V 2

when Δ G ≥ 1%

Vertical curves should be similar to adjacent mainlines. ……..G

The limits for curve radius shall be as detailed in Table 3 for normal design and …...MR Table 4 for minimum design.

6.4.4 Gradients

The normal limiting Gradients (G) is given in Table 3. ……NL

The maximum limiting Gradients (G) is given in Table 4. …..ML

When designing grades within 1 in 5 of the ruling grade the grade shall be …..MR 60

compensated for curvature by an amount: % R

Mainline gradients shall extend into a siding for a minimum of 15m before …..MR commencement of any vertical curve.

For new yards and for substantial alterations requiring redesign of existing yards, where passenger trains will be examined the following additional limits on grading apply.

The normal limiting gradient shall be 0.5% ……NL

The maximum limiting gradient shall be 0.67% …..ML

The limits apply only to those roads to be used for examination. On these roads a section of track for examination must be provided with limited grade over 200m minimum length. This can be reduced to 163m if only suburban sets are to be examined.

Where the maximum limit cannot be achieved approval must be obtained from the Chief Rollingstock Engineer for any reduction in the requirements and included in the design record/ design report.

Track centres shall be widened where tracks are at different levels and grades …..MR to ensure that the designed batter slopes and formation widths are obtained for each track. If this is not possible, retaining walls and standard cess drainage shall be provided.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Siding Class

Parameter General Yard / Passenger operations/

or maintenance

Passenger Siding / Engineering

Maintenance Siding

Min Radius (R) m 200 180 Min Radius (Rv) m 2000 1200 Max Gradient (G) Examination % 0.66 0.66 Max Gradient (G) % 1 1

Table 3 – Normal design limits for sidings

Siding Class

Parameter General Yard / Passenger operations/

or maintenance

Passenger Siding / Engineering

Maintenance Siding

Radius (R) m 160 160 Min Radius (Rv) m 800 800 Max Gradient (G) % 1.25 1.25

Table 4 – Maximum (or minimum) design limits for sidings

Radius (m) Gauge (mm)

200 - 160 1440(1)

159 - 140 1445 Existing designs only 139 - 120 1450 Existing designs only

Table 5 – Gauge widening in sidings

Note: 1 Gauge widening is not required on curves ≥160m radius if concrete or pre-bored timber sleepers are used.

6.5 Clearance Points at Converging Tracks

6.5.1 General

The safety clearance point between two (2) adjacent converging tracks is the point v/here a moving vehicle passes a stationary vehicle, on the adjacent track, with a minimum distance between vehicles of 450mm.

Clearance points are used to establish the location of catchpoints and associated insulated joints together with details with which the related signals can be located.

6.5.2 Design Requirements

Use the design method detailed in Engineering Standard ESC 250 Section 4.4.7 to calculate the required track centres at the Clearance Point.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.5.3 Protection

Clearance Points are protected by:

• Catchpoints or derail devices

The need for catchpoints shall be determined by the Chief Engineer Signals

The location of catchpoints and derail devices shall be established in accordance with the requirements of Engineering standard ESC 250

• Clearance Board

A clearance board is a board provided at the safety clearance point of all turnouts not protected by signals or catchpoints to indicate the point beyond which vehicles must not be permitted to pass without proper authority. When required the clearance board may be located at the Operations Clearance Point which is located at wider track centres to provide specific working conditions for Operating Staff.

• Insulated Joints and/or Signals

The need for and location of insulated joints and signals shall be determined by the Chief Engineer Signals

6.6 Geometry Design Requirements for Alignment at Platforms When track alignment is being reviewed or new trackwork is being constructed, consideration shall be given to the effects on the platform gap. Whilst the following requirements address alignment, changes in track alignment and superelevation design may also necessitate small changes in track grading.

The requirements address different situations where different levels of flexibility are available to the designers.

Where a completely new corridor is being designed maximum flexibility is available allowing the location of a station and the geometry at the station to be determined to minimise the platform gap. Where a new track and platform are to be designed within an existing corridor there is much less capacity to minimise gap and where the platform and track are already fixed there is no flexibility at all.

6.6.1 Platform Gap

The size of the platform gap is influenced by the following issues:

• Track structure - Concrete track requires less gap than timber sleepered track. • Track alignment – track on curves, especially sharp curves, will require a greater

gap than tangent track. • Changes in track alignment – changes in curvature within or near to the platform

area will cause an increase in the clearance required. • Turnouts – the presence of any turnouts within the platform area will require an

additional clearance or scallop that also gives rise to an inconsistency in the platform gap.

• Superelevation – higher superelevation shall require a greater gap.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.6.2 Platform Gap Design Requirements

6.6.2.1 New Corridor Design

The following design requirements for new corridor design shall apply unless …...MR approved otherwise by the Chief Engineer Track and the Customer Service General Manager for the platform location:

• Turnouts prohibited in or within 20m of the platform. ……NL • Track curvature - minimum radius 1000m. ……NL • Sharpening of curvature within 20m of a platform prohibited. ……NL • Superelevation - maximum of 50mm or up to 75mm where clearance ……NL

affects are negated by coping design (overhang). • Track structure - Concrete sleepers. ……NL

6.6.2.2 New Platform or Track Design Within an Existing Corridor – Normal Limits

The following requirements shall apply for the design of new platforms and/or …...MR new trackwork at platforms that are in an existing corridor unless approved otherwise by the Customer Service General Manager for the platform location:

• Turnouts prohibited in or within 20m of the platform. ……NL • Track curvature - minimum radius 600m though the platform and for 20m ……NL

either side of the platform. • Superelevation - maximum of 60mm or up to 100mm where clearance ……NL

affects are negated by coping design (overhang). • Track structure - Concrete sleepers. ……NL

6.6.2.3 New Platform or Track Design Within an Existing Corridor – Maximum or Minimum Limits

The following requirements shall apply for the design of new platforms and/or …...MR new trackwork at platforms that are in an existing corridor unless approved otherwise by the Chief Engineer Track and Customer Service General Manager for the platform location:

• Turnouts prohibited excepting those which affect only the end of the …...ML platform (last 15m) by no more than 10mm and for which the gap shall be consistently applied for the remainder of the platform after a 1 in 20 ramp to the basic clearance.

• Track curvature - minimum radius 400m. …..ML • No sharpening of curvature from the end of a platform for 20m beyond …..ML

the platform that would increase clearance requirement below the 400m minimum radius requirement by more than 10mm.

• Superelevation - maximum of 75mm or up to 100mm where clearance …..ML affects are negated by coping design (overhang).

• Track structure - Concrete sleepers. …..ML

6.6.2.4 Realignment of an Existing Platform

Realignment designs for existing platforms should endeavour to reduce the ……..G platform gap by considering the following effects and selecting the most effective combination that is practical to implement. Both the track alignment and the platform coping design should be considered:

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

• Removing or minimising the effect of turnouts • Removing or minimising the effect of changes in curvature within 20m of

a platform • Reducing the superelevation • Installing concrete sleepers • Sharpening of curvature within 20m of a platform should be avoided

If there are variations in the alignment of the platform coping, designing a track alignment based on an average coping alignment may result in numerous significant infringements of the clearance envelope.

The design shall consider the actual platform position in setting the clearance …...MR for the new alignment. Occasional instances of protrusion or wide gap should be identified for correction.

Any design that includes a platform cut-back shall be approved by the Chief …..MR Engineer Track.

6.6.2.5 Temporary Platforms

Where staging of new work requires the construction of a temporary platform …..MR the requirements of Section 6.6.2.3 - “New Platform or Track Design within an Existing Corridor – Maximum or Minimum Limits” shall be met unless otherwise approved by the by Chief Engineer Track and Customer Service General Manager for the platform location.

6.7 Geometry Design Requirements for Regrading and Realignment This section sets out the geometry requirements for re-grading (adjustment of the vertical level) and re-alignment (adjustment of the horizontal position) of existing tracks including works in conjunction with electrification.

When upgrading or reconditioning track, the approved grading shall be …..MR appropriate to the Operating Classification.

Where a track is completely reconstructed from (and including) the formation, it …..MR shall be treated as a new construction for survey and application of standards.

6.7.1 Regrading

Where design is being undertaken for re-grading the following requirements ……..G shall be considered:

• The condition of formation and variation of existing formation level necessary to meet standards.

• The condition and depth of existing ballast and the Operating Classification to which the work is to be carried out.

• In electrified areas, the existing overhead wiring height, the limits of ……..G increase in height possible without altering the main catenary and the increase in height possible by altering the main catenary without raising the overhead wiring structures.

The special requirements of finished level for bridges, platforms and other fixed structures shall be considered as outlined below.

• The effect of excavation or fill on the stability of adjacent structures shall …..MR

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

be reviewed by the Chief Engineer Civil. This applies to the footings of all structures, such as bridge abutments, piers, wingwalls, tunnels, retaining walls, platform walls, overhead wiring structures, signal gantries and towers.

• When regrading past platforms, platform heights shall comply with …..MR RailCorp Engineering Standard ESC 215 and the operational specification for the platform (eg Level Access, Extended Medium etc). Design approval is required for lowering of the formation level to achieve the required coping height at platforms. Provision shall be made for drainage of the depressed formation area and the new track surface shall conform to relevant standards.

• If minimum clearances cannot be obtained at overbridges and raising the …..MR overbridge is not possible, lowering the existing formation is only acceptable if provision is made for drainage of the lowered area.

• Where regrading is proposed in tunnels and reconstruction of the track …..MR bed is required, the finished reconstruction is to provide for a tunnel complying with the clearances specified in with ESC 215.

6.7.2 Re-alignment

Where track alignments are required to be modified to accommodate ……..G electrification or other changed operating environments, the requirements of other standards shall be taken into consideration. Some of the issues that need to be considered include:

• Formation shall be widened to meet the requirements of RailCorp ……..G Engineering Standard ESC 410.

• The provision of road access needs to be considered to permit ……..G reasonable access to all overhead wiring masts and signals as well as for track maintenance purposes. In multiple track areas, one side shall be the prime access with special access where specifically required on the other.

• The basic centreline for the section shall be re-established and all track ……..G centres checked.

• In multiple track areas, the ultimate mainline track centres shall be as set ……..G out in ESC 215.

• Where structures require reconstruction or modification, provision shall be made for the ultimate track centres with the minimum of future alteration. This shall include placement of trackside structures (except platforms). ……..G The requirements of ESC 215 – Transit Space, shall be met in existing and future designs.

• Track centres across existing underbridges shall comply with ESC 215. ……..G • ESC 215 details the requirements for upgrading existing platforms. ……..G

Where the existing platform face cannot be modified to comply, it may need to be rebuilt.

• Where fixtures to carry overhead wiring are required to be fitted to ……..G overbridges and the location of such fixtures would not comply with ESC 215, the bridge and/or overhead wiring fittings shall be modified.

• Bridges that cannot be modified to comply with ESC 215 may need to be ……..G reconstructed or rebuilt.

• Where a tunnel does not allow widening of track centres and the ……..G provision of overhead wiring to comply with ESC 215, it shall be modified to allow the passage of any vehicle conforming to the appropriate Rolling Stock Structure Gauge.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.8 Changes to Track Geometry Affecting Station Platforms Where track reconstruction is proposed through existing platforms the following …...MR matters shall be resolved as part of the design:

• Review track alignment design to consider the platform Gap design requirements. (See Section 6.6.2).

• Review the design platform height. It may be appropriate to upgrade to Level Access.

• Review what, if any, works are proposed for the platform.

When track design work is being considered at platforms it must consider the …...MR requirements of other stakeholders e.g. track geometry, clearances, platform height, platform crossfall, building levels etc. For example the requirements of the slope of the platform when related to platform height, may impact on the disability access requirements with access ramps. A detailed Platform Reconstruction Scope Checklist is contained in RailCorp’s Station Design Guidelines

Level Access is the preferred platform height. …..MR

Where level access is proposed for a platform it shall be reviewed for Out-of- Gauge load access.

DO NOT plan or undertake design, maintenance or upgrading activities that …..MR would cause the track to be non-compliant to platform height tolerances unless a Standards Waiver is obtained from the Chief Engineer Track. The Chief Engineer Track shall consult with the Customer Service General Manager for the platform location as part of the Waiver approval process.

6.9 Geometry Design Requirements for Temporary Trackwork Geometry design of temporary trackwork that is required for no longer than six months during staged construction of permanent works shall meet the following requirements:

Track geometry shall be designed to the maximum (or minimum) limits detailed in Sections 6.3 and 6.4 except for track at platforms, which shall meet normal limits, also detailed in Sections 6.3 and 6.4.

Track shall be constructed to meet the maintenance limits detailed in Section 11.2.

6.10 Geometry Design Requirements for Train Monitoring Equipment

6.10.1 Electronic Weighbridges and Wheel Impact Load Detector (WILD) Sites

For accurate and repeatable reading of trains passing in-motion weighbridges WILD sites, track geometry should be consistent over the site and for a distance of 100m or more on each side of the site.

6.10.2 Other Train Monitoring Equipment Sites

No specific track geometry requirements apply for Automatic Equipment Identifier reader sites, Hot box detectors or Dragging Equipment Detectors.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

6.11 Changes to Design Geometry Affecting Overhead Wiring In electrified areas, alteration of design superelevation by >10mm, OR …..MR horizontal track alignment by >100mm constitutes a design change requiring consideration of the position of the overhead wiring and shall be approved by the Chief Engineer Electrical.

Alteration of vertical alignment in electrified areas shall be approved by the …..MR Chief Engineer Electrical in the following circumstances:

• Any design change in height restricted areas • Any design change in track or road surface at Level Crossings • Any design change >100mm in other areas

7 Permanent Speed of Trains The allowable speed of trains around curves to meet track geometry requirements shall be determined by the application of the design criteria detailed in Section 6.

The permanent speed of particular sections of track may be restricted because of other influences (e.g. approach speed to turnback roads with buffer stops that are designed to operate at a certain maximum speed).

Speed signs indicate the maximum allowable speed on Main Line track and …..MR shall be erected adjacent to the track at points of increasing or decreasing speed.

The locations of Permanent Speed signs shall be documented in RailCorp’s …..MR Train Operating Conditions (TOC) Manual OS 001 IM.

Speed signs shall be manufactured in accordance with the requirements of …..MR RailCorp Engineering Specification SPC 213 - Track Side Signs.

Where main line tracks converge (or diverge) one road shall be nominated as …..MR the “Through” road. This shall be determined in conjunction with Signal Engineering.

Plain track speed signs shall be applied to the Through road. Turnout speed signs shall be applied to the diverging movement to the “Other main line”.

For new work involving converging tracks, a repeater speed sign shall be …..MR placed on the joined track as close to the junction as possible to remind drivers of the speed. This requirement applies to main lines and secondary tracks (e.g. refuges) joining a main line. It does not apply to sidings.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Other Main Line

Direction of Travel Through Road

New speed sign required to indicate speed on “Other Main Line” (if it is different from previous plain track speed sign

Turnout Speed Sign required for “Other Main Line”

No change of speed required on “Through Road”

Direction of Travel

“Repeater” speed sign required to indicate speed on “Through Road” for train entering from “Other Main Line”

Turnout Speed Sign required for “Other Main Line”

Through Road

Other Main Line

Figure 11 – Example of speed sign layout for converging/diverging roads

7.1 Speed Sign Description

7.1.1 Plain Track Speed Signs

Plain track Speed Signs are described in RailCorp's Network Rule NSG 604: "Track speed signs".

Note: RailCorp is transitioning from a two speed sign regime to a three speed sign regime. Designers shall establish the regime that is applicable to the design they are undertaking.

Where a review of speeds has been carried out using the new speed signs, then 3 speed signs shall be installed at each plain track speed sign location unless specific authorisation has been given by the Chief Engineer Track.

7.1.1.1 Three Speed Regime

These signs are rectangular (see Figure 12). They:

• have black text on a white background for XPT, Xplorer, Hunter and Endeavour trains, or

• have white text on a blue background for all Electric multiple unit trains, or • have black text on a yellow background for Locomotive hauled freight and

passenger trains, track vehicles, rail motors and 620 class diesel trains.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Figure 12 – Examples of rectangular type permanent track speed signs

7.1.1.2 Two Speed Regime

These signs have a pointed left side: They:

• have black text on a white background for XPT, Xplorer and Endeavour trains, or • have black text, including the letters “MU”, on a white background for XPT and all

multiple unit trains, or • have black text on a yellow background for other rail traffic.

A single yellow background speed sign applies to all rail traffic.

A white background speed sign, by itself or under a yellow background speed sign, applies only to XPT, Xplorer, Hunter and Endeavour trains.

Figure 13 – Examples of pointed permanent track speed signs

7.1.2 Turnout Speed Signs (Normal, XPT and MU)

Turnout Speed Signs, placed for trains traversing the diverging route of the turnout, are described in RailCorp's Network Rules. They are placed at some turnouts on main lines to show the maximum speed for a train travelling on the turnout track.

Turnout Speed Signs shall include the prefix "X". …..MR

They are required where the default turnout speed of 25km/h is not suitable, …..MR including when the turnout is traversed in the trailing direction.

7.1.3 Restricted Location Speed Signs

Restricted Location speed signs are permanent plain track or turnout speed …..ML signs that may be placed at locations where clearances are too small to fit standard plain track or turnout speed signs.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

7.1.3.1 Description

Restricted Location speed signs:

• have BLACK text on a YELLOW background for all rail traffic

• No provision is made for higher speeds for XPT, Xplorer, Endeavour, Millenium trains or Multiple Unit trains

City Underground type

Sydney Yard type

7.1.3.2 Application

City Underground type signs are approved for use in the tunnels of the City …..MR Underground ONLY.

Sydney Yard type signs are currently approved for use in Sydney Yard ONLY. …..MR

7.2 Placement Rules The following rules describe the location of speed signs relative to the track.

7.2.1 Placement of Plain Track, Repeater and Turnout Speed Signs

7.2.1.1 Orientation

Speed signs are placed on the left-hand side of the line in the direction of …..MR travel.

In Bi-directional signalling areas, speed signs are placed on the left-hand side …..MR of the line in the right running direction and on the right-hand side of the line for trains travelling in the wrong running direction.

In single line areas, Speed signs are placed on the left-hand side of the line in …..MR each direction of travel.

7.2.1.2 Lateral and Vertical

NOTE: Lateral and Vertical Placement Rules apply to NEW work or when signs …..MR are being repositioned.

Where practical, signs are to be placed in the following “Standard" position.” ……..G • The sign shall be placed within the following envelope. • The closest part of sign shall be no closer to the gauge face of nearest

running rail than 1800mm. This means that the centre of the support post, where used, shall be at least 2030mm from the gauge face of nearest running rail.

• The closest part of sign is to be no further than 3000mm from the gauge face of nearest running rail.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

• The bottom of lowest sign is to at least 1000 mm above Rail Level. • The top of highest sign to be no more than 3200mm above Rail Level. • At locations where lateral clearances are restricted, the lateral and …..MR

vertical tolerances may be reduced provided minimum transit space requirements are met.

• Consistent positioning is preferred. For example, in an area where ……..G speed signs are generally placed on OHW masts, placement of a speed sign on a stand-alone post should be at a height and lateral placement consistent with the location of the signs on the masts.

7.2.1.3 Sighting

Speed signs should be clearly visible to a driver for a minimum of 6 seconds. ……..G

7.2.1.4 Mounting

A Speed sign may be mounted on its own post (old rail, 50mm galvanised pipe ……..G or equivalent), or on overhead wiring structures if they are within the lateral placement envelope. Details of preferred methods of attachment are provided in RailCorp Drawing CV0218653 - Standard Speed Sign Fixings.

Signs shall NOT be mounted on signal posts or signal structures …..MR

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Min. 1800

Rail Level

M ax

. 3 20

M in

. 1 00

35 85

521

Overhead Wiring Structure

Max. 3000

Figure 14 – Placement envelope for permanent speed signs

7.2.2 Placement of Restricted Location Speed Signs

7.2.2.1 Orientation

City Underground type signs are placed on the left-hand side of the line in the …..MR direction of travel.

Sydney Yard type signs are placed in the CENTRE of the Four foot of the track …..MR to which it applies.

7.2.2.2 Lateral and Vertical

City Underground type signs shall be attached to the tunnel wall. …..MR

For City Underground type signs the bottom of the sign shall be between 1000 …..MR mm and 1500mm above rail level.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Sydney Yard type signs shall be placed on a sleeper. The top of the sign shall …...MR be no higher than rail level.

7.2.2.3 Sighting

City Underground type signs shall be clearly visible to a driver for a minimum of …..MR 100m.

Sydney Yard type signs shall be clearly visible to a driver for a minimum of …..MR 50m.

8 Survey Control Requirements

8.1 General The location of track infrastructure shall be established by Track Control. …..MR

Track Control shall be established from RailCorp Survey Control. …..MR

All surveys for RailCorp purposes shall be established using Map Grid of …..MR Australia (MGA) and Australian Height Datum (AHD). Alternative systems shall only be used with the approval of RailCorp’s Principal Surveyor.

All surveys shall be conducted in accordance with RailCorp Engineering …..MR Specification SPC 211 – Survey Specification

Surveys for railway purposes have exacting accuracy requirements and, therefore have enhanced checking requirements.

8.2 Track Control Standard Marking Track Control Marks to define alignment and grade shall be placed as detailed …..MR in Table 6.

Location Spacing

Straights Every 20m

Circular curves and transition curves Every 10m

Platforms Either end (100mm in) and every 10m

Overbridge Abutments and tunnels Either end (100mm in) and every 10m

Table 6 – Placement of Survey Control Marks

Track control marks shall be placed, as far as is practical, on stable permanent ……..G structures adjacent to the tracks. (Overhead Wiring structures and other similar structures).

Where standards of accuracy are not nominated in the design, all marks shall …..MR be placed to an accuracy, relative to adjacent marks, of at least twice the accuracy standards defined in Section 11.1.2 for track construction standards.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Each Track Control Mark shall be referenced by a Survey Plaque containing, at …..MR least, the following information:

• Track referenced • OHWS Identification (if applicable) • Kilometrage of TCM to 1mm (eg 49km 357.345m) • Design Track Centres from referenced track to adjacent track (if

applicable) • Design superelevation of referenced track (mm) • Horizontal offset from TCM to Design running face of nearest rail of

referenced track (mm) • Vertical offset from TCM to Design Low (datum) Rail of referenced track

(mm)

8.3 Kilometre Posts

Figure 15 – Kilometre and half kilometre posts

The location of kilometre and half kilometre posts, manufactured in accordance with SPC 213, shall be established and documented in track designs. The location should be as close as is reasonably practicable to the design location of the km and ½ km points. Where alignment designs relate to existing track on which kilometre and half kilometre posts have been previously installed, no alterations in longitudinal location are required. They shall, however, be reviewed to determine if alteration of lateral placement is required to meet the requirements of Figure 16.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Rail Level

Min. 2500

M in

. 1 20

Max. 3000

M ax

. 1 70

Figure 16 – Lateral placement of kilometre posts

8.4 Measurement of Kilometrage

8.4.1 Authorised Surveyors

Surveyors with appropriate engineering authority are responsible for the precise location of Track Control Marks and other features. They have authority to locate infrastructure using means other than the nearest Track Control Mark and they are the only people who can place, amend or relocate Track Control Marks.

8.4.2 For Non- Surveyors

When precisely locating the kilometrage of an item of infrastructure measurements shall be taken from the kilometrage displayed on the nearest Track Control Mark.

Where Track Control Marks are not available approximate locations can be determined from:

• Kilometre and half-kilometre pegs - use for approximate location of track features or when no other reference is available as these locations are not precisely located. then the Km posts may be used.

• OHW mast numbers can also be used but by convention these shall be referenced with the "+" symbol

Where an OHW mast number is used, the location should be described as a distance and direction from OHWS XX+YYY (e.g. 25 m away from Sydney from structure no. 35+324).

Where a survey plaque or kilometre post is used the location should be described by kilometrage (i.e. by using the decimal point e.g. 35.316Km).

9 Trackside Signage The Civil Maintenance Engineer shall authorise the placement of all types of freestanding signage within 4 metres of any track centre to ensure that signs do not interfere with track maintenance.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Signs shall be mounted on old rail posts, 50mm galvanised pipe or equivalent, and shall be founded in concrete at least 750mm below ground level in accordance with RailCorp Drawing CV0218653.

Placement of signs on signalling structures is approved by the Chief Engineer Signals and is not included in this requirement.

Placement of signs on electrical structures (except permanent speed signs detailed in Section 7.2.1) is approved by the Chief Engineer Electrical Systems and is not included in this requirement.

Any sign that needs to be read by drivers should be placed so that the instruction on the sign is visible for at least 6 seconds prior to the point of intended action.

10 Track Stability The track structure capacity to resist the effects of neutral temperature error depends on, sleeper type, curve radius, fastening torsional restraint, ballast quality (angularity and compaction) and quantity in the cribs and shoulders.

The design of new track geometry and track structure, and the reconstruction and maintenance of existing track shall meet the following track stability requirements:

• Rail shall be laid and adjusted to maintain a rail neutral temperature of 35°C in an open air environment.

• Rail shall be laid and adjusted at ambient temperature in tunnel environments (that is, more than 50m in from portals).

• Track structure design shall be capable of providing resistance to lateral movement for the rail temperature range established in RailCorp Engineering Standard ESC 200 - Track System, in circumstances where rail adjustment varies from neutral temperature by ± 20°C.

• Track structure design shall be capable of providing resistance to longitudinal movement of rail and rail/sleeper system due to traction and gradient effects.

11 Acceptance Standards

11.1 Construction and Upgrading of Plain Ballasted Track

11.1.1 General

This section specifies the track geometry requirements for the construction and ……..G upgrading of ballasted trackwork. Gauge requirements are based on new rails. Where other rails are used then an appropriate allowance shall be made for rail wear.

The track material shall be to the standards detailed in ESC 200. …...MR

The limits provided in this section assume that the track has been aligned using ……..G maintenance surfacing machinery including laser technology and sophisticated smoothing algorithms. On this basis individual locations between specified survey points will be automatically aligned to an acceptable intermediate tolerance.

A visual examination is required of alignment and surface geometry between …..MR survey points. Any deviations from smooth alignment or surface shall be measured in accordance with, and meet the requirements of, the unevenness

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

criteria in Table 11

Where track has been placed by other methods then more detailed survey may be required to ensure smooth alignment to the geometry required. These shall be specified as part of the design.

Where interfaces exist between new construction and existing track appropriate …..MR variations in tolerances are acceptable. These will depend on the time the interface will exist between stages of upgrading activity, the track speed, traffic etc. They shall not exceed the maintenance acceptance levels for unevenness specified in Table 11 or the Base Operating limits for track geometry for the relevant track speed specified in Table 16.

11.1.2 Accuracy to Survey

Track Control Marks shall be provided as specified in Section 8.2. The survey …..MR marks and the information provided shall form the primary source of information for assessing compliance.

Installed track shall conform to the basic surveyed design within the tolerances …..MR for alignment and level detailed in Table 7.

Variation from design

Main line (mm) Sidings (mm)

Alignment

Alignment at platforms ± 6 NA

Alignment at restricted clearance locations (Note 1) ± 10 ± 10

Alignment general ± 15 ± 25

Variation in alignment between stations up to 20m apart

± 15 ± 20

Superelevation

Superelevation variation from design ± 5 ± 8

Track Surface

Height at platform relative to design rail level

Level access ± 15 NA

Standard access − 0 to + 50 NA

Height at other restricted height clearance locations relative to design rail level

− 0 to + 50 − 0 to + 50

General height relative to design rail level (Note 2) − 30 to + 50 − 30 to + 50

Variation in level between stations up to 20m apart

± 20 ± 30

Gauge

Gauge ± 4 ± 6

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Table 7 – Construction Survey Acceptance Limits

Note 1. Where separate construction tolerances have been supplied as part of a Transit Space Infringement Approval these shall take precedence.

2. Additional restrictions on height tolerance may be required to suit overhead wiring. For example in areas of fixed tension the allowable tolerance would be normally restricted to − 10 to + 50.

3. Measurement convention (+ means track is lower than design rail level) – see Figure 17 below.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Design Rail Level

+ve Track BELOW Design Rail Level

−ve Track ABOVE Design Rail Level

−ve Platform BELOW Design Height

+ve Platform ABOVE Design Height

−ve Platform CLOSER to track

+ve Platform FURTHER AWAY from track

Figure 17 – Measurement Conventions

11.2 Maintenance of Plain Ballasted Track

11.2.1 General

This section details the minimum standard of track geometry that is to be …..MR achieved at the completion of the different types of maintenance activities.

Maintenance of geometric alignment on ballasted track may be carried out by ……..G mechanised surfacing or by manual maintenance (fettling).

Criteria have been specified for compliance to survey and for track unevenness ……..G depending on the nature of the work (manual or mechanised) and the specific site conditions. Separate requirements have been specified for maintenance activities affecting track gauge.

11.2.2 Gauge of Track

The limits in Table 8 shall be applied (at each sleeper) when new sleepers are …..MR installed or track is cross bored or regauged.

Main line (mm) Sidings (mm)

Gauge

Variation to design gauge

Wide 5 5

Tight (including head flow)

5 5

Limiting tight gauge 1430mm

Variation in 1m (due to rail wear) 2 2

maximum deviation at a discontinuity (e.g. a joint) 1 1

Table 8 – Maintenance Acceptance Limits for Gauge

Where gauge widening has been applied on curves by design, the limit applies …..MR to the widened design gauge.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Rail play is not permitted except small amounts arising from construction …..MR tolerances (eg 1mm between insulator and foot of rail).

Work shall be carried out to correct “foot gauge” ± 5mm (See Table 9. …..MR

Rail Cant Rail Size (kg/m

47 50 53 60

1 in 20 Plain Track 1390 1391 1373 1374

Zero In Turnouts 1379 1379 1360 1360

Table 9 – Foot Gauge

11.2.3 Accuracy to Survey

Track on which maintenance work has been undertaken shall conform to the …..MR basic surveyed design within the tolerances for alignment and level detailed in Table 10.

Variation from design

Main line (mm) Sidings (mm)

Alignment

Alignment at platforms ±15 NA

Alignment at restricted clearance locations (Note 1) ±15 ±15

Alignment general ±15 ±25

Superelevation

Superelevation ±6 ±8

Track Surface

Height at platform Level access − 25(Note 5) to + 15 NA

Standard access − 0(Note 5) to + 50 NA

Height at other restricted height clearance locations - 25 to + 50 - 25 to + 50

General height, only applicable to mechanised resurfacing

− 100(Note 2) to + 50 − 100(Note 2) to + 50

Table 10 – Maintenance Survey Acceptance Limits

Note 1. Where separate construction tolerances have been supplied as part of a Transit Space Infringement Approval these shall take precedence.

2. Will depend on the overhead wiring configuration in the area. Allowances above 50mm can only be utilised after confirmation with the Electrical Maintenance Authority.

3. Before any significant track lifting is carried out including any mechanised resurfacing the track maintainer shall check with the Electrical Maintenance Authority to ensure that the proposed lift will meet electrical clearance requirements. Any proposed lifts shall also consider the loading on ballast top

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

bridge structures and the impact on any ballast retaining structures such as wingwalls. The requirements do not apply to manual fettling of short term settlement locations.

4. Note: Measurement convention (+ means track is lower than design rail level) – see Figure 17.

5. Over time the track level will rise as a result of maintenance resurfacing. When track maintenance is carried out any lifts that will take the rail level above the tolerances should be minimised.

11.2.4 Unevenness

Track on which maintenance work has been undertaken shall conform to the …..MR limits track unevenness detailed in Table 11.

Main line (mm) Sidings (mm)

Line

Tangent Mid-ordinate (mm) from overlapping chords and maximum versine (mm) for 8m chord with 2m overlap

1 4

Curve Mid-ordinate variation (mm) in successive overlapping chords for 8m chord with 2m overlap

2 7

Twist

Track twist over 2m(1) 6 10

Track twist over 14m(1) 12 20

Track Surface

Mid-ordinate of 6m chord 6 10

Table 11 – Maintenance Acceptance Limits

Note 1. Where the track being assessed is within a transition the designed variation in superelevation (ie a designed twist) shall be considered when determining compliance.

2. Irrespective of any allowances in the table above the Base Operating limits for track geometry for the relevant track speed specified in Table 16 shall not be exceeded.

11.2.5 Mechanised Surfacing

Where mechanised surfacing is undertaken track geometry shall conform to the …..MR basic surveyed design within the tolerances for alignment and level detailed in Table 10.

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

In addition a visual examination shall be undertaken to confirm geometry is …..MR visually smooth. If visible deviations are evident then the anomaly shall be checked as follows:

Alignment use overlapping chords as per Table 11.

Surface use overlapping chords or a “Level” to determine compliance to Table 11.

Superelevation shall be checked against the tolerances in Table 10 at the following locations:

• At all geometry change points including TP, TRS, CTP, CTRS, Ea points. • At all surveyed locations • At no more than 20m intervals on track of consistent curvature • At no more than 5m intervals on track with changing curvature (eg

transitions) • At any location where any visible deviation in rail surface is evident

On multiple tracks with centres less than 4 000mm, where variations in the …..MR superelevation roll the vehicles towards each other, the sum of the variations in superelevation shall not exceed 12mm.

11.2.6 Manual Maintenance

Where Manual maintenance activities are undertaken track geometry shall …..MR conform to the Unevenness Criteria in Table 11 and with the following survey acceptance criteria from Table 10.

• track height at platforms and restricted height locations • track height to design for longer sections of track (more than 30m) at the

nearest survey reference points • Superelevation at 2m intervals through the worksite and for 14m either

side

Track twist shall be checked for 2m and 14m chord lengths against Twist …..MR criteria in Table 11.

11.3 Construction and Upgrading Limits for Fixed Track

11.3.1 General

This section specifies the track geometry requirements for the construction and ……..G upgrading of trackwork that has been fixed directly to the track support structure (e.g. track slabs and other non-ballasted track forms). More detailed survey is required to ensure smooth alignment to the tolerances specified.

Other aspects of the acceptance standards remain the same as for construction of ballasted track.

Gauge requirements are based on new rails. Where other rails are used then

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

an appropriate allowance shall be made for rail wear.

11.3.2 Accuracy to Survey

Track Control Marks shall be provided as specified in Section 8.2. The survey …..MR marks and the information provided shall form the primary source of information for assessing compliance.

Installed track shall conform to the basic surveyed design within the tolerances …..MR for alignment and level detailed in Table 12.

Variation from design

Main line (mm) Sidings (mm)

Alignment

Alignment at platforms ± 4 NA

Alignment at restricted clearance locations (Note 1) ± 5 ± 10

Alignment general ± 8 ± 15

Variation in alignment between stations up to 20m apart

± 8 ± 15

Superelevation

Superelevation variation from design ± 5 ± 8

Track Surface

Height at platform relative to design rail level

Level access ± 10 NA

Height at other restricted height clearance locations relative to design rail level

− 0 to + 20 − 0 to + 35

General height relative to design rail level (Note 2) ± 20 ± 30

Variation in level between stations up to 20m apart ± 15 ± 20

Gauge

Gauge ± 3 ± 5

Table 12 – Construction survey acceptance for fixed track

Note 1 Where separate construction tolerances have been supplied as part of a Transit Space Infringement Approval these shall take precedence.

2. Additional restrictions on height tolerance may be required to suit overhead wiring.

Note: Measurement convention (+ means track is lower than design rail level) – see Figure 17.

With slab track it is important that a construction method be adopted that will enable the track be placed to provide a smooth alignment vertically and horizontally. Normally

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

vibration isolation fastenings are used. Such systems should not be forced to distort to accommodate horizontal and vertical variations in position.

Where possible fastenings should be provided with lateral adjustment with no more than 1mm steps so gauge and alignment can be placed precisely.

With the rail in place and with clips removed there should be a vertical gap no greater than 2mm between the rail and the supporting insulator and fastening at any fastening location and a variation between consecutive supports of not more than 1mm.

Where possible the clear vertical gap from the underside of the rail and the top of the slab should not be less than 60mm to enable rail clamping and welding to be carried out.

11.4 Track Condition Indices This section details limiting Track Condition Indices (TCI) to be met at the …..MR completion of construction, renewal and maintenance work. . The limits apply where new rails and sleepers have been installed.

Track is to be evaluated over half kilometre lengths excluding turnouts. …..MR

The individual parameter TCI shall not be greater than that shown in Table 13. …..MR

Indices – Construction and Renewal

Top + Twist Gauge Line Total

Plain Track 17 6 8 31

Turnouts Not applicable

Indices - Maintenance (following resurfacing)

Top + Twist Gauge Line Total

Mainline

Tangent Track and curves ≥ 800 radius TBA NA 8 NA

Curved Track >240m but < 800m radius TBA NA 10 NA

Turnouts Not applicable

Table 13 – Track Condition Index limits

11.4.1 Track Code Maintenance Targets

The primary measure for the assessment of the maintenance status of each …..MR main line track code shall be the Track Surface measure, which is the sum of the top and twist PCIs. Targets for line codes are based on the track speed for the section (nominally the 80% percentile highest speed). Because this is a statistical measure sections less than about 3km may be higher and hence an additional adjustment in target is to be made of between 0 to 3 points for track lengths 0 to 3km on a pro rata basis. The targets are detailed in Table 14.

For assessing local maintenance targets the limits shown in Table 14 for track lengths < 0.5km may be applied.

Track Surface (top + twist)

Track Speed Length of track section (km)

≥ 3 2.5 - <3 2 - <2.5 1.5 - <2 1 - <1.5 0.5 - <1 0 - <0.5

Main line

≤ 60 25 25.5 26 26.5 27 27.5 28

61 - 70 24 24.5 25 25.5 26 26.5 27

71 - 80 23 23.5 24 24.5 25 25.5 26

81 - 89 22 22.5 23 23.5 24 24.5 25

≥ 90 21 21.5 22 22.5 23 23.5 24

Slow speed loops

≤ 60 26 26.5 27 27.5 28 28.5 29

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Table 14 – Track Code Maintenance Targets

The overall target upper limits for all RailCorp main lines are detailed in Table 15.

Top

Track Surface 23

Track Condition Index TCI 45

Table 15 – RailCorp Track Condition Targets

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

12 Damage Limits

12.1 Track Geometry Limits

12.1.1 Mainline

Normal (Note 1) Track Speed (Normal / Passenger) km/hr

20/20 40/40 60/60 80/90 100/115 115/160

Gauge

Wide 30 28 26 22 20 20

Tight 16 14 12 10 9 9

Short Twist

AK Car (2.7m) 25 23 21 18 15 15

Manual (2m) 18 16 15 13 11 11

Long Twist

Not in a Transition

AK Car (13.2m) 49 43 38 33 28 28

Manual (14m) 52 46 40 35 29 29

In a Transition

AK Car (13.2m) 52 46 41 36 31 31

Manual (14m) 55 48 43 38 32 32

Line

Line (10m) 45 34 24 18 14 14

Cross Level

Cross Level Variation from Design

60 55 50 40 35 35

Top

Manual (6m) 30 27 24 20 16 16

AK Car (1.8m/ 10m) 27 24 21 18 14 14

Note 1. The limit at or below which no response is required.

Table 16 – Normal Limits for Track Geometry

Maximum Limits(Note 2) Track Speed (Normal / Passenger) km/hr

20/20 40/40 60/60 80/90 100/115 115/160

Gauge

Wide 34 34 32 30 28 26

Tight 18 18 17 16 14 12

Short Twist

AK Car (2.7m) 29 29 27 25 23 21

Manual (2m) 22 22 20 18 16 15

Long Twist

Not in a Transition

AK Car (13.2m) 60 60 56 49 43 38

Manual (14m) 64 64 59 52 46 40

In a Transition

AK Car (13.2m) 63 63 59 52 46 41

Manual (14m) 67 67 63 55 48 43

Line

Line (10m) 60 60 55 45 34 24

Cross Level

Cross Level Variation from Design

71 71 66 60 55 50

Top

Manual (6m) 34 34 32 30 27 24

AK Car (1.8m/ 10m) 31 31 29 27 24 21

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Note 2. The limit beyond which an emergency level response is required.

Table 17 – Damage Limits for Track Geometry

12.1.2 Sidings

To be determined

12.1.3 Additional Base Operating Limits for Track Geometry Under Overhead Wiring

Track with electrical overhead contact wiring shall be maintained to the tolerances in Table 18, as measured at each survey mark (unless approval of the relevant Electrical Maintenance Authority is obtained).

RailCorp Engineering Standard — Track Track Geometry and Stability ESC 210

Between monuments, the alignment, superelevation or rail level shall not change in such a way as to increase the deviations from the design standards to beyond the above limits.

Limit (mm)

Alignment

Alignment to survey ± 50

Superelevation variation from design ± 25

Rail Level relative to design -50 / +100 (Note 1)

Rail Level relative to design in Restricted Height Areas

−25 + 50 or as specified in the

design

Table 18 – Track Geometry Limits associated with OHW

Note 1. Will depend on the overhead wiring configuration in the area. Allowances above 50mm can only be utilised after confirmation with the Electrical Maintenance Authority.

2. There are separate restrictions on significantly changing alignment or superelevation as overhead wiring may have previously been adjusted to the old alignment.

3. Note: Measurement convention (+ means track is lower than design rail level) – see Figure 17.

Technical Note - TN 069: 2016

Subject: Replacement of AK track recording units

1. ESC 210 - Section 12.1.1

Authorisation:

Technical Note – TN 028: 2015

Subject: Configuration control of speed boards
Authorisation:

TRACK GEOMETRY AND STABILITY

ESC 210

Engineering Standard Track
Document control.
Summary of changes from previous version

Contents

1 Purpose, Scope and Application
2 References

2.1 Australian and International Standards
2.2 RailCorp Documents
2.3 Other References

3 Conventions
4 Design and Performance Criteria
5 Horizontal and Vertical Alignment

5.1 Horizontal Alignment Components

5.1.1 Straights
5.1.2 Circular Curves
5.1.3 Transitions
5.1.4 Compound Transition

5.2 Location of Kilometrage

5.2.1 Frame Points
5.2.2 Kilometrage Adjustments
5.2.3 Long and Short Intervals

5.3 Vertical Alignment Components

5.3.1 Straight Grade
5.3.2 Vertical Curves

6 Geometry Design Requirements

6.1 General

6.1.1 Definition of Design Limits

6.1.1.1 Normal Design Limits
6.1.1.2 Maximum (or Minimum) Design Limits
6.1.1.3 Exceptional Design Limits

6.2 Design Formulae

6.2.1 Abbreviations
6.2.2 Bends
6.2.3 Circular Curves

6.2.3.1 Radius
6.2.3.2 Superelevation (or Cant)
6.2.3.3 Deficiency

6.2.4 Transition Curves

6.2.4.1 General
6.2.4.2 Superelevation

6.2.5 Vertical Curves
6.2.6 Calculation of Speed

6.3 Mainline Geometry Design Limits

6.3.1 Gauge
6.3.2 Bends
6.3.3 Circular Curves

6.3.3.1 Radius
6.3.3.2 Superelevation (or Cant)
6.3.3.3 Deficiency
6.3.3.4 Length of Horizontal Alignment Components

6.3.4 Transition Curves

6.3.4.1 General
6.3.4.2 Superelevation
6.3.4.3 Transitions in Special Trackwork

6.3.5 Vertical Curves
6.3.6 Grades

6.4 Siding Geometry Design Limits

6.4.1 Circular Curves

6.4.1.1 Radius
6.4.1.2 Superelevation

6.4.2 Reverse Curves
6.4.3 Vertical Curves
6.4.4 Gradients

6.5 Clearance Points at Converging Tracks

6.5.1 General
6.5.2 Design Requirements
6.5.3 Protection

6.6 Geometry Design Requirements for Alignment at Platforms

6.6.1 Platform Gap
6.6.2 Platform Gap Design Requirements

6.6.2.1 New Corridor Design
6.6.2.2 New Platform or Track Design Within an Existing Corridor – Normal Limits
6.6.2.3 New Platform or Track Design Within an Existing Corridor – Maximum or Minimum Limits
6.6.2.4 Realignment of an Existing Platform
6.6.2.5 Temporary Platforms

6.7 Geometry Design Requirements for Regrading and Realignment

6.7.1 Regrading
6.7.2 Re-alignment

6.8 Changes to Track Geometry Affecting Station Platforms
6.9 Geometry Design Requirements for Temporary Trackwork
6.10 Geometry Design Requirements for Train Monitoring Equipment

6.10.1 Electronic Weighbridges and Wheel Impact Load Detector (WILD) Sites
6.10.2.Other Train Monitoring Equipment Sites

6.11 Changes to Design Geometry Affecting Overhead Wiring

7 Permanent Speed of Trains

7.1 Speed Sign Description

7.1.1 Plain Track Speed Signs

7.1.1.1 Three Speed Regime
7.1.1.2 Two Speed Regime

7.1.2 Turnout Speed Signs (Normal, XPT and MU)
7.1.3 Restricted Location Speed Signs

7.1.3.1 Description
7.1.3.2 Application

7.2 Placement Rules

7.2.1 Placement of Plain Track, Repeater and Turnout Speed Signs

7.2.1.1 Orientation
7.2.1.2 Lateral and Vertical
7.2.1.3 Sighting
7.2.1.4 Mounting

7.2.2 Placement of Restricted Location Speed Signs

7.2.2.1 Orientation
7.2.2.2 Lateral and Vertical
7.2.2.3 Sighting

8 Survey Control Requirements

8.1 General
8.2 Track Control Standard Marking
8.3 Kilometre Posts
8.4 Measurement of Kilometrage

8.4.1 Authorised Surveyors
8.4.2 For Non-Surveyors

9 Trackside Signage
10 Track Stability
11 Acceptance Standards

11.1 Construction and Upgrading of Plain Ballasted Track

11.1.1 General
11.1.2 Accuracy to Survey

11.2 Maintenance of Plain Ballasted Track

11.2.1 General
11.2.2 Gauge of Track
11.2.3 Accuracy to Survey
11.2.4 Unevenness
11.2.5 Mechanised Surfacing
11.2.6 Manual Maintenance

11.3 Construction and Upgrading Limits for Fixed Track

11.3.1 General
11.3.2 Accuracy to Survey

11.4 Track Condition Indices

11.4.1 Track Code Maintenance Targets

12 Damage Limits

12.1 Track Geometry Limits

12.1.1 Mainline
12.1.2 Sidings
12.1.3 Additional Base Operating Limits for Track Geometry Under Overhead Wiring

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Uncontrolled When Printed Document comes into force and supersedes GCRT5112 Iss 2 as of 07/03/2015 Appendix A of this document is superseded by GIGN7608 Iss 2 with effect from 03/09/2016 Amendments to this document can be found on the RSSB Standards Catalogue - http://www.rssb.co.uk/railway-group-standards

Guidance on Loading Requirements for the Design of Railway

Structures

Page 2 of 39 RSSB

GC/GN5612 Issue One: December 2014

Issue record

Issue Date Comments

One December 2014 Original document

Gives guidance on the loading requirements for the design of railway structures, it also provides guidance on the structures requirements within the latest draft of the Infrastructure Technical Specification for Interoperability (INF TSI).

Superseded documents

The following Railway Group documents are superseded, either in whole or in part as indicated:

Superseded documents Sections superseded

Date when sections are superseded

GC/RT5112 issue two, Rail Traffic Loading Requirements for the Design of Railway Structures

All March 2015

GC/RT5112 issue two ceases to be in force and is withdrawn as of 07 March 2015.

Supply

The authoritative version of this document is available at www.rgsonline.co.uk. Uncontrolled copies of this document can be obtained from Communications, RSSB, Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400 or e-mail [email protected]. Other Standards and associated documents can also be viewed at www.rgsonline.co.uk.

http://www.rgsonline.co.uk/

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Contents

Section Description Page

Part 1 Introduction 5 G 1.1 Purpose of this document 5 G 1.2 Scope 5 G 1.3 Copyright 6 G 1.4 Approval and authorisation of this document 6

Part 2 Source of Design Requirements for Loading of Railway Structures 7 G 2.1 Document matrix 7 G 2.2 Application of the dynamic factor for verification of vertical deformation

requirements in BS EN 1990:2002 + A1:2005 Annex A2 9 G 2.3 Dynamically sensitive railway structures 9 G 2.4 Trackside and overhead structures subjected to transient aerodynamic

loads 10 G 2.5 Design of railway structures to resist derailment loads 10

Part 3 Guidance on GB Requirements for Design of Structures Subject to Aerodynamic Actions 11

G 3.1 Introduction 11 G 3.2 Aerodynamic actions 11 G 3.3 Relationship with BS EN 1991-2:2003 12 G 3.4 Flat vertical structures parallel to the tracks 12 G 3.5 Simple horizontal structures above the track 13 G 3.6 Platform canopies and horizontal surfaces adjacent to the track 15 G 3.7 Trestle platforms 16 G 3.8 Effect of wind on aerodynamic actions caused by trains 16 G 3.9 Notation 17

Part 4 Guidance on the Design of Structures to Resist Derailment Actions 18 G 4.1 Structures over, or adjacent to, the railway subject to the effects of

collision loading 18 G 4.2 Design to BS EN 1991-1-7:2006 19 G 4.3 Risk assessment 21

Appendices Appendix A Guidance on the Infrastructure Technical Specification for Interoperability 24 Appendix B Application of the UIC 777-2R Risk Assessment Methodology to GB

Structures 27

Definitions 35

References 38

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Tables

Table G 1 Documents for loading requirements for the design of railway structures 8 Table G 2 Risk assessment procedure 28 Table G 3 Risk assessment parameters 30 Table G 4 Combined probability for all scenarios 31 Table G 5 Value for prevention of fatalities 32 Table G 6 Benefit: cost ratios 33

Figures

Figure G 1 Pressure distributions on a vertical structure next to the track 13 Figure G 2 Pressure loads on a horizontal structure above the track 14 Figure G 3 Pressure loads on a horizontal structure adjacent to the track 15 Figure G 4 Definition sketch of the co-ordinate system 16 Figure G 5 UIC 777-2R dimensions 28

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Part 1 Introduction

G 1.1 Purpose of this document

G 1.1.1 This document gives guidance on loading requirements for the design of railway structures. It does not constitute a recommended method of meeting any set of mandatory requirements.

G 1.1.2 The coverage of the document is addressed within section G 1.2, which explains the subject areas for which guidance has been provided, for example ‘aerodynamics’ and ‘derailment actions’.

G 1.2 Scope

G 1.2.1 In the context of this document railway structures includes:

a) Under-line bridges.

b) Over-line bridges.

c) Lineside structures.

d) Tunnel inverts.

e) Culverts.

f) Buried structures.

g) Retaining walls and embankments.

G 1.2.2 This document:

a) Lists, by means of a matrix, key documents which set out loading requirements for railway structures, together with other relevant documents.

b) Provides guidance on the application of the dynamic factor in BS EN 1990:2002+A1:2005 and for dynamically sensitive structures.

c) Provides guidance on aerodynamic actions and the requirements of BS EN 1991-2:2003 incorporating corrigenda December 2004 and February 2010, Eurocode 1: Actions on structures - Part 2: Traffic loads on bridges - 6.6 Aerodynamic actions: the guidance may be used with confidence for train speeds up to 225 mph (360 km/h).

d) Provides guidance on accidental actions and the requirements of BS EN 1991-1-7:2006 incorporating corrigendum February 2010, Eurocode 1: Actions on structures - Part 1-7: General actions - Accidental actions - 4.5 Accidental actions caused by derailed rail traffic under or adjacent to structures, the guidance is appropriate for train speeds up to 225 mph (360 km/h).

G 1.2.3 A revised Infrastructure Technical Specification for Interoperability (INF TSI), is planned to replace the current High Speed (HS) INF TSI (Commission Decision 2008/217/EC) and the Conventional Rail (CR) INF TSI (Commission Decision 2011/275/EU), in January 2015. The scope of the revised INF TSI will extend to the whole of the mainline railway system.

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G 1.2.4 Guidance is provided in Appendix A of this document on the requirements for structures set out in the revised INF TSI, based on the latest available draft at the time of writing (version 4.5, 23/04/2013). (The requirements for structures set out in the draft of the revised INF TSI are considered unlikely to change significantly before publication of the revised INF TSI.) The guidance is provided as a series of sequentially numbered clauses prefixed ‘G’ immediately below greyed extracts from the draft INF TSI to which it relates. Provision of guidance in this document is an interim measure prior to issue of the revised INF TSI and prior to future amendment of GI/GN7608. This guidance will be transferred to GI/GN7608 when there is an opportunity to do so.

G 1.3 Copyright

G 1.3.1 Copyright in the Railway Group documents is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group document (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law.

G 1.3.2 RSSB members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited.

G 1.3.3 In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group documents, Rail Safety and Standards Board Limited accepts no responsibility for, nor any liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group Standards (RGSs) may be reproduced.

G 1.4 Approval and authorisation of this document

G 1.4.1 The content of this document was approved by Infrastructure Standards Committee on 10 September 2014.

G 1.4.2 This document was authorised by RSSB on 01 October 2014.

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Part 2 Source of Design Requirements for Loading of Railway Structures

G 2.1 Document matrix

G 2.1.1 The key documents which set out the loading requirements for the design of railway structures are listed below:

a) INF TSI.

b) BS EN 1990:2002+A1:2005 incorporating corrigenda December 2008 and April 2010, Eurocode 1 - Basis of structural design and its UK National Annex.

c) BS EN 1991-2:2003 incorporating corrigenda December 2004 and February 2010, Eurocode 1: Actions on structures - Part 2: Traffic loads on bridges and its UK National Annex.

d) BS EN 1991-1-7:2006 incorporating corrigendum February 2010, Eurocode 1: Actions on structures - Part 1-7: General actions - Accidental actions and its UK National Annex.

G 2.1.2 Implementation of the European Directive covering procurement procedures for public bodies in the transport sector (Directive 2004/17/EC) will require publicly funded works to be designed to the Structural Eurocodes once the national standards are withdrawn. Directive 2004/17/EC is implemented in the GB through the Utilities Contracts Regulations 2006 and the Utilities Contracts (Scotland) Regulations 2006.

G 2.1.3 Indication of the particular clauses within the listed key documents is given in the form of a matrix (see Table G 1), with design requirements listed along the vertical-axis and relevant documents listed on the horizontal-axis. Cells either indicate the precise clauses in a document that are relevant, or include 'x' to indicate that the document should be referred to in its entirety.

G 2.1.4 RGSs which capture vehicle / bridge compatibility requirements related to design of railway structures, and UIC Leaflet 777-2R, 2nd Edition, September 2002, ‘Structures built over railway lines - Construction requirements in the track zone’, which provides guidance on design and risk assessment for accidental actions resulting in impact with railway structures, are also included.

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Table G 1 Documents for loading requirements for the design of railway structures

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G 2.1.5 The design requirements and guidance within the listed documents are primarily intended for the design of bridges, although they are also applicable to all railway structures which are subjected to railway traffic.

G 2.2 Application of the dynamic factor for verification of vertical deformation requirements in BS EN 1990:2002 + A1:2005 Annex A2

G 2.2.1 BS EN 1990:2002 + A1:2005 clause A2.4.4.2.3 requires vertical deformation due to railway traffic actions to be checked with the ‘classified characteristic vertical loading’, for

example, including the load classification factor , but makes no mention of the dynamic

factor . This is an oversight in the standard and will in due course require an amendment to EN 1990:2002 + A1:2005. For calculation of vertical deformation, the

effects from railway traffic should be multiplied by  and .

G 2.3 Dynamically sensitive railway structures

G 2.3.1 For novel and dynamically sensitive railway structures, the European Committee for Standardisation (CEN), has carried out studies in response to a request from the European Railway Agency (ERA), on the compatibility of vehicles and railway bridges across the European Union. This work has identified that supplementary vehicle / bridge compatibility checks are required and that there is a potential problem across all countries for vehicles that operate in the 100 – 125 mph (160 – 200 km/h) range.

G 2.3.2 BS EN 1991-2:2003 Figure 6.9 sets out a flow chart for determining whether a dynamic analysis is required. A dynamic analysis is required where train speeds are greater than

125 mph (200 km/h), and / or the limits of bridge natural frequency (0) fall outside the specified limits, but it does not distinguish between ‘simple’ and ‘complex’ railway structures. Figures NA.2.12 and NA.2.13 in the UK National Annex to BS EN 1991-2:2003 provide alternative flow charts for simple and simple / complex structures respectively, but also require a dynamic analysis for simple structures where train speeds are greater than 125 mph (200 km/h), or for simple / complex structures where train speeds are greater than 110 mph (180 km/h).

G 2.3.3 Loading from vehicles operating outside of the 100 – 125 mph (160 – 200 km/h) speed range, and in some cases between 90 – 100 mph (140 – 160 km/h), has caused increased ‘dynamic effects’, including higher accelerations within the ballast which has the potential to reduce the effectiveness of the ballast in providing support to the track.

G 2.3.4 The higher speeds and increased axle loads attributable to the emerging generation of European multiple units, will result in the occurrence of dynamic effects (acceleration and deformation), which may exceed the design limits in BS EN 1990:2002 + A1:2005 Annex A2. It may therefore be necessary to modify the design requirements for structures which are subject to traffic loading, in particular bridges, by increasing the magnitude of the dynamic factor applied to the static traffic loading and / or examining the suitability of the design limits within BS EN 1990:2002 + A1:2005 Annex A2.

G 2.3.5 Research is being undertaken on behalf of the Vehicle / Structures System Interface Committee (V/S SIC), to investigate this issue for Great Britain (GB) conditions. The project will examine the aspirations of the operators, train manufacturers, and train service specifiers, for current and future GB vehicles and to establish appropriate Reference Load Models (RLMs) to represent them. Additionally, an investigation will be undertaken into the compatibility of the RLMs with GB bridges for speeds in excess of 90 mph (140 km/h), provide guidance on compatibility assessment, and examine the acceptance criteria for ballast acceleration in BS EN 1990:2002 + A1:2005 Annex A2.

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G 2.4 Trackside and overhead structures subjected to transient aerodynamic loads

G 2.4.1 RSSB research project T750 'Review of Euronorm design requirements for trackside and overhead structures subjected to transient aerodynamic loads', has concluded that the application of the aerodynamic design requirements for structures in BS EN 1991-2:2003 would result in overestimation of the loads for GB structures, as the design pressures are based on larger continental gauge rolling stock.

G 2.4.2 Alternative design pressures for GB structures have been developed on the basis of train model testing. These alternative design requirements have been included within Part 3 of this document in advance of their publication within a future revision of the UK National Annex for BS EN 1991-2:2003.

G 2.5 Design of railway structures to resist derailment loads

G 2.5.1 Design requirements for railway structures to resist derailment loads are set out in BS EN 1991-1-7:2006 and its UK National Annex. Guidance on undertaking a risk assessment to support a decision to design structures for a reduced loading is set out in Part 4 of this document, for use in circumstances where an alternative design strategy, other than design for the recommended impact values for Class A and B structures, is considered to be appropriate.

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Part 3 Guidance on GB Requirements for Design of Structures Subject to Aerodynamic Actions

G 3.1 Introduction

G 3.1.1 In the absence of 'alternative values' in the UK National Annex for BS EN 1991-2:2003, RSSB has undertaken research (see research project T750 for further details), which provides the basis for providing the alternative GB specific design requirements to replace the existing clause NA.2.74 of UK National Annex for BS EN 1991-2:2003.

G 3.1.2 Until the UK National Annex for BS EN 1991-2:2003 is updated, the following guidance has been provided to help the industry when considering the design of structures that are subject to aerodynamic actions.

G 3.2 Aerodynamic actions

G 3.2.1 A moving train generates an aerodynamic pressure field, which it imposes on structures alongside and over the track. The pressure field is largest at the front and rear of the train and at the nose-to-nose coupling between separate rakes of multiple units. The resultant pressure field exerts load on trackside structures, which is taken into account in design to ensure that they can withstand the aerodynamic actions (loads) and do not sustain fatigue damage.

G 3.2.2 When calculating the mechanical and fatigue strength of a structure, the aerodynamic actions are assumed to be of an equivalent amplitude at the head and tail and, in the case of nose-to-nose coupled trains, also at the coupler. This amplitude is taken to be the largest of the actions generated during the complete time of passing of the train.

G 3.2.3 In reality, a train passing generates a maximum pressure (aerodynamic action). The maximum load that the structure experiences will depend upon the dynamic sensitivity of the structure and its response to the aerodynamic action. It is recommended that a characteristic pressure value is taken to represent the maximum static action. BS EN 1991-2:2003, clause 6.6.1 (5) recommends a dynamic amplification factor of 2.0. The adequacy of this factor may need to be determined from a structure-specific study taking into account the dynamic response of the structure.

G 3.2.4 Whether a dynamic amplification factor of 2.0 is too high or insufficient, will depend upon whether the structure is able to respond to the pressure wave from a passing train. This is not a judgement that is possible without prior knowledge of the sensitivity of a structure to passing pressure waves or by undertaking a structure-specific dynamic analysis.

G 3.2.5 Guidance on determination of the dynamic amplification for noise barriers is set out in UIC-779-1R, 2nd Edition ‘Effect of the slipstream of passing trains on structures adjacent to the track’.

G 3.2.6 These aerodynamic actions are applied perpendicular to the surface of the structure in each case (see Figures G 1 to G 3 of this document). They are termed characteristic pressure values and it should be noted that in most cases the given characteristic pressure values (or equivalent pressures in non-dimensionalised form), represent the maximum area-averaged pressures on a structure. The design characteristic pressure distributions in Figures G 1 to G 3 of this document are relevant for application to the surfaces indicated for each structure type. Pressure distributions have not been derived for vertical surfaces above the track such as bridge parapet fences.

G 3.2.7 Guidance on the susceptibility of bridge structures to aerodynamic excitation, including the provision of approximate formulae for estimation of the fundamental frequencies of bending and torsion for bridge structures is set out in the Highways Agency standard BD 49/01 ‘Design rules for aerodynamic effects on bridges’. However, its application for consideration of railway bridge structures subject to the aerodynamic effects from passing trains, is expected to be restricted to ‘limited amplitude response’, due to the smaller magnitude and frequency of aerodynamic actions compared to ambient wind.

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G 3.2.8 Guidance on the assessment of fatigue sensitive details for noise barriers is set out in UIC 779-1R, 2nd Edition ‘Effect of the slipstream of passing trains on structures adjacent to the track’. No specific guidance is available for fatigue-sensitive details associated with other structure types.

G 3.2.9 For structures that are dynamically sensitive, fatigue calculations require an assessment of the additional number of pressure cycles generated by the dynamic response of the structure arising from the train-induced pressure pulse. The magnitude of the pressure pulse increases with reduction of the length of structure over which the pressure pulse is assumed to act. The design pressures for local fatigue sensitive details may be critical in some cases.

G 3.2.10 The resulting equivalent pressures that are calculated from the characteristic pressure values are mainly dependent on:

a) The square of the speed of the train.

b) The aerodynamic shape of the front of the train.

c) The shape and type of the structure.

d) The position of the structure, in particular the clearance between the vehicle and the structure.

G 3.2.11 Train aerodynamic nose shapes are classified here as bluff, intermediate or streamlined corresponding to freight locomotives, standard GB multiple units and streamlined high speed trains.

G 3.3 Relationship with BS EN 1991-2:2003

G 3.3.1 In BS EN 1991-2:2003, section 6.6 ‘Aerodynamic actions from passing trains’, methods are provided for calculating equivalent pressure loads on a variety of trackside structures. These can be used, but will generally over-estimate the equivalent loads, as the data on which the code is based used continental gauge trains, which lead to reduced clearances between the vehicles and the structures. However, the method for simple horizontal structures adjacent to track in BS EN 1991-2:2003, clause 6.6.4 is not recommended, as GB platforms are higher than European platforms and under-estimates of the pressure loads may result.

G 3.3.2 The data on which the following GB specific guidance for alternative design pressures is based forms a consistent and extensive database and was derived from moving model tests using GB gauge trains. It is therefore considered to be more appropriate for calculating equivalent pressures on relevant GB trackside structures.

G 3.4 Flat vertical structures parallel to the tracks

G 3.4.1 The following structures belong to this category:

a) Trackside acoustic and wind protection barriers.

b) Walls and fences.

c) Facades of buildings near the track.

d) Trackside and platform hoardings.

G 3.4.2 The true pressure field around the train is considered to be represented by the equivalent distributed pressures +p1k and -p1k, each of which is taken to be 5 m long and proportional to the speed of the train as shown in Figure G 1 of this document. The calculated pressure applies from the foot of the structure on the track formation, up to a maximum height of 5 m above rail level. The pressure distributions apply at the train nose and tail, as well as to intermediate nose-to-nose couplings if present.

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Figure G 1 Pressure distributions on a vertical structure next to the track

G 3.4.3 The equivalent pressures are determined from equation (E3.1):

p1k = 0.5ρv2k1Cp1(Y) (E3.1)

Where Cp1 is the characteristic pressure coefficient value depending on the distance to the structure from track centre Y, and k1 is the shape parameter of the train. (See Figure G 4 of this document for details of the co-ordinate system used).

Where k1 = 1.0 for bluff trains for all trackside and platform mounted structures.

k1 = 0.613 for intermediate trains and 0.432 for streamlined trains for trackside structures.

k1 = 0.85 for intermediate trains and 0.63 for streamlined trains for platform mounted structures.

Cp1 is obtained from equation (E3.2) for trackside structures and equation (E3.3) for platform mounted structures.

Cp1(Y) = ± 8.0

(Y+2.10)2 for Y  1.45 m (E3.2)

Cp1(Y) = ± ( 8.0

(Y+2.32)2 + 0.1) for Y  1.95 m (E3.3)

G 3.4.4 For small structural elements up to 1.0 m high or up to 2.5 m long, the pressure, p1k, should be increased by a factor of 1.3.

G 3.5 Simple horizontal structures above the track

G 3.5.1 Structures over the railway, for example bridge decks and access structures belong to this category.

G 3.5.2 The true pressure field around the train is considered to be represented by the equivalent distributed pressures +p2k and -p2k each of which is 5 m long and proportional to the speed of the train as shown in Figure G 2 of this document. These pressures are a maximum at the centre of the vehicle over the track and reduce with lateral distance either side.

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Figure G 2 Pressure loads on a horizontal structure above the track

G 3.5.3 The equivalent pressure loads are determined from equation (E3.4):

p2k = 0.5ρv2k2Cp2(h,W, y) (E3.4)

Where Cp2 is the characteristic pressure coefficient value depending on the height, h, of the structure above rail level, the along track width, W, of the structure and the lateral distance, y, from the track centreline, and k2 is the shape parameter of the train.

Where k2 = 1.0 for bluff trains, 0.432 for intermediate and streamlined trains.

G 3.5.4 The characteristic pressure coefficient values for 10 m wide structures of height, h, and at the track centreline (y=0) are given by the following:

Cp2(ℎ, 10,0) = ±( 5.5

(h−1.9)2 + 0.1) (E3.5)

G 3.5.5 Using the calculated value for Cp2 (h,10,0), the variation with structure width, W, for bluff, intermediate, and streamlined trains is respectively given by:

Cp2,bluff(h,W, 0) = (0.025W + 0.75)Cp2(h, 10,0) (E3.6a)

Cp2,int_str(h,W, 0) = 0.51Cp2,bluff(h,W, 0)), for 1.5 m ≤ W ≤ 3.0 m (E3.6b)

Cp2,int_str(h,W, 0) = 0.51Cp2,bluff(h, 3, 0), for 3.0 m < W < 20.0 m (E3.6c)

G 3.5.6 The across track variation, y, of the pressure value Cp2 (h,W,y) can be obtained from the calculated Cp2 (h,W,0) values for each train type. The pressure variation takes the form:

Cp2(h,W, y) = Cp2(h,W, 0)(1 − 0.03y2), for y < 5.8 m (E3.7a)

Cp2(h,W, y) = 0, for y ≥ 5.8 m (E3.7b)

G 3.5.7 In the case of passing trains, the pressures from each train are superimposed. However, there is no need to consider more than two tracks.

G 3.5.8 The pressures acting on the edge strips of a wide structure which cross the track may be multiplied by a factor of 0.75 over a width of 1.50 m.

G 3.5.9 For structures, for which W ≥ 20 m, closed structures above the track can be considered as tunnels. In such cases, train-induced pressure waves become important and need to be considered in the determination of pressures on the structure.

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G 3.6 Platform canopies and horizontal surfaces adjacent to the track

G 3.6.1 The following structures belong to this category:

a) Platform canopies with a minimum height of 4 m above rail level and a back wall at a minimum distance of 3.45 m from the track centreline.

b) Platform canopies with a minimum height of 4 m above rail level with no back wall and without the blockage caused by a stationary train located on the track adjacent to the platform edge furthest away from the passing train.

G 3.6.2 The true pressure field around the train is considered to be represented by the equivalent distributed pressures +p3k and -p3k each of which is 5 m long and proportional to the speed of the train as shown in Figure G 3 of this document. These pressures are a maximum at the edge of the canopy closest to the running track and reduce with increasing lateral distance.

G 3.6.3 The equivalent pressures for canopies of height h above track with back walls located at Y from the track centreline are determined from equation (E3.8):

p3k = 0.5ρv2k3Cp3(h, Y) (E3.8)

G 3.6.4 The characteristic pressure coefficient values are given by equation (E3.9):

Cp3(h, Y) = ±( 6.8

(h−0.1)2 ) (1 − 0.13(Y − 3.45)2) (E3.9)

Where k3 = 1.0 for bluff trains, 0.53 for intermediate trains and 0.43 for streamlined trains.

For back wall distances greater than 5 m from track centreline, Cp3 should be evaluated with Y = 5 m.

G 3.6.5 The characteristic pressure coefficient values for canopies with no back walls are given by equation (E3.10):

Cp3(h) = ±0.69 ( 6.8

(h−0.1)2 ) (E3.10)

G 3.6.6 The k3 values are the same as for the canopies with back walls.

Figure G 3 Pressure loads on a horizontal structure adjacent to the track

G 3.6.7 For canopies with h ≥ 7.8 m, with or without back walls, Cp3 = 0.

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G 3.6.8 For platform canopies lower than 4 m above rail level, or canopies with a back wall closer than 3.45 m from track centreline, special studies should be undertaken to evaluate the pressure values.

G 3.7 Trestle platforms

G 3.7.1 Trestle platform structures at GB platform height (915 mm) above rail level belong to this category.

G 3.7.2 The true pressure field around the train is considered to be represented by the equivalent distributed pressures +p4k and -p4k, acting vertically on the surface of the platform, each of which is 5 m long and moving at the speed of the train. These pressures are a maximum at the edge of the platform closest to the running track and reduce with increasing lateral distance.

G 3.7.3 The equivalent pressures for trestle platforms located at Y from track centreline are determined from equation (E3.11):

p4k = 0.5ρv2k4Cp4(Y) (E3.11)

G 3.7.4 The characteristic pressure coefficient values for a trestle platform at a distance Y from the track centre are given by equation (E3.12):

Cp4(Y) = 2.0

(Y+3.23)2 (E3.12)

Where k4=1.0 for bluff trains, 0.80 for intermediate trains and 0.32 for streamlined trains.

G 3.8 Effect of wind on aerodynamic actions caused by trains

G 3.8.1 If the effect of ambient wind has to be included in the estimate of the pressures during train passage, the wind speed component parallel to the track can be added to the train speed in the equations for the equivalent pressures, for example equation (E3.11).

Figure G 4 Definition sketch of the co-ordinate system

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G 3.9 Notation

G 3.9.1 The parameters used within equations (E3.1) to (E3.12) and Figure G 4 of this document are defined below:

Cpi Non-dimensional characteristic pressure coefficient value, i=1 to 4.

Cp2,bluff Non-dimensional characteristic pressure coefficient value for overbridges and bluff trains in equation (E3.6a).

Cp2,int_str Non-dimensional characteristic pressure coefficient value for overbridges and intermediate / streamlined trains in equation (E3.6b) and (E3.6c).

h Distance from top of rail to structure over the railway (overbridge / canopy), (m).

k Parameter that specifies the effect of train type.

pik Equivalent pressure, i=1 to 4,( N∙m-2).

v Train speed, (m∙s-1).

W Width of structure over railway (overbridge) in x direction, (m).

x Distance along the track, (m).

y Lateral distance from centre of track, (m).

Y Lateral distance of vertical structures from centre of track, (m).

z Vertical distance from the track, (m).

 Density of air = 1.225, (kg∙m-3).

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Part 4 Guidance on the Design of Structures to Resist Derailment Actions

G 4.1 Structures over, or adjacent to, the railway subject to the effects of collision loading

G 4.1.1 Background

G 4.1.1.1 Design of railway structures to resist derailment loads is set out in BS EN 1991-1-7:2006 and its UK National Annex.

G 4.1.1.2 However, there may be circumstances where it is appropriate for all parties to consider an alternative design strategy, other than design for the recommended impact values for Class A and B structures. This part of the document therefore provides guidance on the use of risk assessment to support a decision to design structures for a reduced loading.

G 4.1.1.3 Potentially, impact forces due to a derailed train can be extremely high if the full mass of the train is mobilised at the point of impact at line speed. However, for many practical situations, the likelihood of an impact and its magnitude being representative of the worst case scenario (maximum mass impacting a structure at maximum line speed) in the event of a derailment is low.

G 4.1.1.4 BS EN 1991-1-7:2006, clause 4.5.1.2(1) NOTE 1 permits the UK National Annex to define structures to be included within Class A and B. However, the UK National Annex leaves this choice to be 'agreed for the individual project'. In most cases the choice of structure class will be straightforward. Based on the definitions in BS EN 1991-1-7:2006 Table 4.3, Class A primarily represents occupied buildings and Class B represents bridges and unoccupied buildings. In circumstances where the choice is less straightforward, it is the number of people using the structure and the duration of their stay that are the key distinguishing factors influencing the assignment of a structure class. It is appropriate that such choices are made for a specific project, where the risks are known for particular locations and operating conditions.

G 4.1.1.5 BS EN 1991-1-7:2006, together with its UK National Annex, provides values for impact forces that are intended to achieve a generally acceptable level of robustness for railway structures that are located adjacent to and span above the track, given that the likelihood of an impact and its magnitude being representative of the worst case scenario in the event of a derailment is low.

G 4.1.1.6 Logically the level of robustness should depend on the parameters set out in G 4.1.2.1 of this document. However, it is often unclear what impact scenarios are represented by the values provided in BS EN 1991-1-7:2006 and how they might be changed to reflect the operational conditions at a specific location.

G 4.1.1.7 Therefore, where the application of the values set out in BS EN 1991-1-7:2006 would result in an impractical or uneconomic design, those responsible for the management of railway infrastructure are sometimes faced with the problem of deciding what a reasonable impact force to use in design is.

G 4.1.2 Risk factors

G 4.1.2.1 In principle, wherever structures are adjacent to, or span above, the track they are vulnerable to impact from a derailed train. In practice, the vulnerability of a structure depends on a number of factors including the:

a) Likelihood of a derailment.

b) Proximity of the structure’s supports to the track.

c) Robustness of the supports and the supported structure.

d) Degree of support protection provided.

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e) Passing speed of the train.

f) Track alignment and features in the vicinity of the structure.

g) Ground topography adjacent to the track.

G 4.1.2.2 Potential development close to the railway may also be relevant.

G 4.1.2.3 The consequences of a derailment which leads to impact are dependent upon:

a) Occupancy of buildings related to the structure.

b) Number of pedestrians and vehicles (road or rail) using the structure.

c) Occupancy of passing trains.

G 4.1.2.4 Structures that might be vulnerable include:

a) Station buildings adjacent to the track.

b) Other buildings and structures adjacent to the track.

c) Structures, such as bridges or buildings, spanning the track.

G 4.1.2.5 Compliance with the design values provided in BS EN 1991-1-7:2006 has typically been problematic at stations where the structure supports are located close to the track and fall within the 'hazard zone'. In some cases the costs of providing a compliant design have been unreasonably high, compared to the consequences of doing nothing or the implementation of risk mitigation measures. Risk assessment has been used to support a decision to use reduced loading and to demonstrate that the risks of impact following derailment have been controlled to an acceptable level (see G 4.3 of this document).

G 4.1.2.6 BS EN 1991-1-7:2006, section 4.5.2 concerns design for ‘Structures located in areas beyond track ends’. GI/GN7616 ‘Guidance on Station Platform Geometry’ Appendix A, sets out a methodology for ‘Assessment of Overrun Risk Zone Behind Buffer Stop’.

G 4.1.2.7 In many cases, a more holistic view of the risks inherent in the design of the structure and the operation of the railway can be beneficial. For example, speed will be a key factor influencing both the likelihood and consequences of a derailment leading to impact with a railway structure, as well as the magnitude of the impact force.

G 4.1.2.8 Factors that will influence the vulnerability of a structure to impact and the consequences of a derailment at a particular location are listed in clauses G 4.1.2.1 and G 4.1.2.2 of this document. A key consideration for vulnerability at stations is whether the structure support is located within a platform and if so the degree of protection against impact that might be available from the platform construction.

G 4.2 Design to BS EN 1991-1-7:2006

G 4.2.1 Design requirements

G 4.2.1.1 BS EN 1991-2:2003, clause 6.7.2 requires design for collision following derailment to be undertaken in accordance with BS EN 1991-1-7:2006. This is because derailment loads leading to impact with structures over or adjacent to the track are considered to be accidental actions, which are covered in BS EN 1991-1-7:2006.

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G 4.2.2 Structure classification

G 4.2.2.1 The requirements for design are dependent upon the structure classification. The structure classification system used in BS EN 1991-1-7:2006, Table 4.3, is based upon the use and occupancy characteristics of the affected structure. In practice, the speed of passing traffic and the type of traffic can influence the likelihood of derailment and the potential consequences following derailment.

G 4.2.2.2 The classification system coverage may be summarised as follows:

a) Class A - occupied buildings; clause 4.5.1.4(1) restricts the scope of the design values in BS EN 1991-1-7:2006 Table 4.4 to impact arising from trains with a maximum speed up to 75 mph (120 km/h).

b) Class B - unoccupied buildings and bridges; BS EN 1991-1-7:2006 does not define a maximum train speed but UIC 777-2R recommends that Class B structures apply where passenger trains travel at speeds up to 190 mph (300 km/h) and where freight trains travel at speeds up to 100 mph (160 km/h); design impact forces are given in NA.2.30 of the UK NA to BS EN 1991-1-7:2006.

G 4.2.3 Class A structure requirements

G 4.2.3.1 Design forces (Fdx and Fdy) for Class A structures are provided in BS EN 1991-1-7:2006 Table 4.4. The design forces are intended for 'continuous walls and wall type structures' within a distance ‘d’ of 3 m to 5 m from the centreline of the track. Industry practice within GB has been to consider the design forces to be applicable to any structure within the 'hazard zone'.

G 4.2.3.2 BS EN 1991-1-7:2006 permits alternative values for Fdx and Fdy to be used for Class A structures where the line speed is ≤ 30 mph (50 km/h) (BS EN 1991-1-7:2006, clause 4.5.1.4(4) NOTE) and also where it is > 75 mph (120 km/h) (BS EN 1991-1-7:2006, clause 4.5.1.4(5) NOTE).

G 4.2.3.3 For speeds ≤ 30 mph (50 km/h), the alternative design values for Class B structures in the UK National Annex for BS EN 1991-1-7:2006, clause NA.2.30 can be used. Where it is not practicable to design a structure to resist even the reduced Class B values, then the provision of mitigation measures or a structure-specific risk assessment may be considered.

G 4.2.3.4 For speeds >75 mph (120 km/h), a structure-specific risk assessment can be undertaken to support the use of mitigation measures.

G 4.2.3.5 For Class A or B structures with potentially high consequences from impact (for example, individual columns located within the 'hazard zone'), consideration can be given to designing the span over the railway to incorporate sufficient continuity such that the loss of any one column will not lead to the collapse of the remainder of the structure under the permanent loads and accompanying variable actions.

G 4.2.4 Class B structure requirements

G 4.2.4.1 Within the classification for Class B structures, it is possible that a bridge may be vulnerable to impact where line speeds are low, such as at a station. This is a common situation within GB and is a relevant factor when determining a reduced value of the design impact force provided in the UK National Annex to BS EN 1991-1-7:2006.

G 4.2.4.2 The level of occupancy of a structure, the characteristics of the track and the adjacent topography, and the speed of the traffic are primary factors which influence the risk at a particular site. Although buildings are likely to have high occupancy compared to bridges, it is also possible that footbridges spanning railways may be subject to high pedestrian flows, and road bridges over railways can be occupied by stationary traffic, at particular times of the day on a regular basis. These conditions can arise in situations where the line speed for railway traffic below is high. The risks at a particular site are best determined for the specific project where the risks are better able to be assessed.

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G 4.2.4.3 For Class B structures in particular, it is recognised that it is not economically possible to design for the potential maximum force that can arise due to train impact at high speed. The potential magnitude of the impact force is very large, as was the case at Eschede where the bridge was demolished with a resulting very high rate of casualties. BS EN 1991-1-7:2006 recognises this and consequently permits the use of risk assessment for determination of appropriate design forces.

G 4.2.4.4 The GB approach for Class B structures within the National Annex to BS EN 1991-1-7:2006, is to provide minimum robustness requirements for columns in the ‘hazard zone’, and additionally to allow for redundancy of bridge columns located within the ‘hazard zone’ (see G 4.2.5 of this document).

G 4.2.5 Hazard zone

G 4.2.5.1 The concept of a ‘hazard zone’ is not explicitly covered in BS EN 1991-1-7:2006, although BS EN 1991-1-7:2006, Table 4.4 specifies that the design impact forces are 0 kN for distances of ‘d’ greater than 5.0 m. It may therefore be assumed that the risk of impact between a structure and a derailed train at this distance from the track centreline is acceptably low. The UK National Annex for BS EN 1991-1-7:2006, clause NA.2.30 defines the ‘hazard zone’ as an area extending for a distance of 4.5 m from the cess rail (and anywhere between the tracks). For a GB gauge track (1.435 m), this represents a zone more than approximately 5.2 m from the track centreline where the risk from impact is low. For consistency with the Eurocode requirements and the established GB practice, it is recommended that the GB value for ‘d’, beyond which design for impact is not required, be taken as 5.2 m.

G 4.2.5.2 Where there is a high risk that a derailed train may go significantly beyond the operating envelope, due to the presence of switches and crossings (S&C) and horizontal curvature, for example, the ‘hazard zone’ may not be a reliable indicator of risk, and a site-specific risk assessment would be beneficial.

G 4.2.5.3 If impact does occur, the structural characteristics of the impacted structure will have a significant influence on the magnitude of the applied force. Account can be taken of this in analysis which considers the dynamic and non-linear behaviour of the structure and the train, but this aspect is not considered further within this document.

G 4.3 Risk assessment

G 4.3.1 Commission Regulation (EC) No. 352/2009 established a 'common safety method on risk evaluation and assessment' (the CSM RA). The CSM RA, contained in Annex I to the regulation, sets out a mandatory risk management process for the rail industry that is common across Europe. The CSM RA has applied to all significant changes to the railway system since 01 July 2012. The changes may be of a technical (engineering), operational or organisational nature (where the organisational changes could have an impact on the operation of the railway). The CSM RA also applies if a risk assessment is required by a technical specification for interoperability (TSI); and is used to ensure safe integration of a structural subsystem into an existing system in the context of an authorisation for placing in service in accordance with the Railway Interoperability Directive 2008/57/EC.

G 4.3.2 Commission Implementing Regulation (EU) No 402/2013 establishes a revised common safety method for risk evaluation and assessment. The revised CSM RA has been in force since 23 May 2013 (meaning it can be used from that date), and will apply from 21 May 2015 (meaning that it must be used from that date), at which time Commission Regulation (EC) No. 352/2009 is repealed.

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G 4.3.3 The Office of Rail Regulation issued a policy statement on the relationship between the CSM RA and other risk assessment requirements (RGD-2013-06, December 2013). This states:

Where a change is not significant [that is, the change is not judged to meet the criteria for significance set out in CSM RA], it will fall to the proposer of the change to consider domestic legislative requirements ... which require a suitable and sufficient risk assessment to be undertaken. It is possible to adopt the CSM RA approach even when there is no legal requirement to do so (for example, when a change is not significant). Following the CSM approach correctly in these circumstances is likely to mean that domestic safety legislation is complied with.

G 4.3.4 It is the responsibility of the proposer of a change to identify the hazards associated with the proposed change and to determine what safety measures are needed to control the risks to an acceptable level. CSM RA sets out that the risk acceptability of a significant change should be evaluated by using one or more of three risk acceptance principles: the application of codes of practice, a comparison with similar [reference] systems, and explicit risk estimation.

G 4.3.5 When 'Application of codes of practice' has been selected as a risk acceptance principle, the CSM RA, clause 2.3.1 states that 'the proposer, with the support of other involved actors ... shall analyse whether one or several hazards are appropriately covered by the application of relevant codes of practice'.

G 4.3.6 BS EN 1991-1-7:2006 and its UK National Annex can be considered to be a relevant code of practice when evaluating hazards associated with impact loads on structures over or adjacent to the railway.

G 4.3.7 It is possible that a structure located within the hazard zone cannot be designed to control the risk due to impact to an acceptable level using the impact loading for a Class A or Class B structure set out in BS EN 1991-1-7:2006 and its UK National Annex. It is also possible that the impact loads specified in BS EN 1991-1-7:2006 could result in an impractical or uneconomic design, taking into account existing or additional preventative and / or protective measures. In such cases and in cases where BS EN 1991-1-7:2006 and its UK National Annex do not set out a suitable impact load or where an individual project is permitted to identify a suitable impact load, it may be necessary to decide on a reasonable alternative impact load to use as a basis for design.

G 4.3.8 To identify a reasonable alternative which controls the risks to an acceptable level, the risk acceptance principles of comparison with similar [reference] systems, and / or explicit risk estimation can be used.

G 4.3.9 Clause G 4.1.2.1 of this document sets out factors that can affect the vulnerability of structures which are adjacent to, or span above, the track which can be used to estimate the risk.

G 4.3.10 The RSSB Safety Risk Model (SRM) provides annual derailment risk data for the GB mainline network. Further information may be found from the Risk Profile Bulletin which is available from the RSSB website.

G 4.3.11 UIC 777-2R Appendix F provides a methodology for the estimation of the risk associated with the hazard of train derailment affecting structures over or adjacent to the railway. However, it is important to note that the UIC 777-2R methodology does not consider all the factors set out in clause G 4.1.2.1 of this document (for example, ground topography adjacent to the track) for estimation of the risk.

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G 4.3.12 The UIC methodology requires important parameters to be used for determination of the likelihood of train derailment. These are the derailment rate for trains per train km (er) and the number of trains per day (Zd). GB specific values for these parameters may be determined from the derailment risk data for the GB mainline network which may be found from the Risk Profile Bulletin (www.rssb.co.uk/SPR/Pages/SAFETYRISKMODEL.aspx), and the current / proposed frequency of service of the relevant train operating company (TOC).

G 4.3.13 UIC777-2R provides two pre-determined values of derailment rate for passenger trains and freight trains, with and without S&C on the approach to a bridge. The derailment rate for the case where S&C are present is assumed to be a factor of 10 greater than where S&C is not present.

G 4.3.14 Appendix B of this document sets out guidance on the application of the UIC 777-2R risk assessment methodology to GB structures.

G 4.3.15 Further more detailed guidance on the application of CSM RA is provided in a suite of six complementary GNs – GE/GN8640, GE/GN8641, GE/GN8642, GE/GN8643, GE/GN8644 and GE/GN8645.

http://www.rssb.co.uk/SPR/Pages/SAFETYRISKMODEL.aspx

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Appendix A Guidance on the Infrastructure Technical Specification for Interoperability

G A.1 Introduction

G A.1.1 The guidance provided in this Appendix relates to the requirements for structures proposed for inclusion in the revised INF TSI, based on the latest available draft at the time of writing (version 4.5, 23/04/2013). This guidance will be withdrawn when guidance note GI/GN7608 is next updated to include the revised INF TSI.

G A.2 Structures resistance of new bridges to traffic loads

G A.2.1 Vertical loads

Extract from the INF TSI [draft] 4.2.7.1.1. VERTICAL LOADS

(1) Structures shall be designed to support vertical loads in accordance with the following load models, defined in EN 1991-2:2003/AC:2010:

(a) Load Model 71, as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.2 (2)P.

(b) In addition, for continuous bridges, Load Model SW/0, as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.3 (3)P.

(2) The load models shall be multiplied by the factor alpha () as set out in EN 1991-2:2003/AC:2010 paragraphs 6.3.2 (3)P and 6.3.3 (5)P.

(3) The value of factor alpha () shall be equal to or greater than the values set out in Table 11.

Table 11 : Factor alpha() for the design of new structures – Not extracted.

G A.2.1.1 The load classification factor alpha () can be used to vary the magnitude (+ve or -ve) of railway traffic loading to suit the capacity required for a particular route. BS EN 1991-2:2003, clause 6.3.2(3) NOTE permits the value to be specified in the UK National Annex. The UK National Annex for BS EN 1991-2:2003, clause NA.2.48

recommends a value for  of 1.1 for compatibility with pre-Eurocode safety levels. However, higher values may be appropriate for a particular project, where the impact on safety and economy over the structure’s life can be taken into account.

G A.2.2 Allowance for dynamic effects of vertical loads

Extract from the INF TSI [draft] 4.2.7.1.2. ALLOWANCE FOR DYNAMIC EFFECTS OF VERTICAL LOADS

(1) The load effects from the Load Model 71 and Load Model SW/0 shall be enhanced by the dynamic factor phi (Φ) as set out in EN 1991-2:2003/AC:2010 paragraphs 6.4.3 (1)P and 6.4.5.2 (2).

(2) For bridges for speeds over 200 km/h where EN 1991-2:2003/AC:2010 paragraph 6.4.4 requires a dynamic analysis to be carried out the structure shall additionally be designed for HSLM defined in EN 1991-2:2003/AC:2010 paragraphs 6.4.6.1.1 (3) to (6) inclusive.

(3) It is permissible to design new bridges such that they will also accommodate an individual passenger train with higher axle loads than covered by HSLM. The dynamic analysis shall be undertaken using the characteristic value of the loading from the individual train taken as the design mass under normal payload in accordance with Annex K with an allowance for passengers in standing areas in accordance with Note 1 of Annex K.

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G A.2.2.1 The requirements for making allowance for dynamic effects in the INF TSI, clause 4.2.7.1.2 (1), are generally appropriate for bridges which carry rail traffic at speeds up to and including 125 mph (200 km/h). However, for dynamically sensitive bridges the UK NA for BS EN 1991-2:2003 makes provision for undertaking a dynamic analysis where railway traffic speeds are less than 125 mph (200 km/h). For bridges carrying rail traffic operating at speeds in excess of 125 mph (200 km/h), a dynamic analysis in accordance with the INF TSI, clause 4.2.7.1.2 (2) is required.

G A.2.3 Design track twist due to rail traffic actions

Extract from the INS TSI [draft] 4.2.7.1.6. DESIGN TRACK TWIST DUE TO RAIL TRAFFIC ACTIONS

(1) The maximum total design track twist due to rail traffic actions shall not exceed the values set out in paragraph A2.4.4.2.2(3)P in Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005.

G A.2.3.1 The limit for the maximum total design track twist set out in the INF TSI, clause 4.2.7.1.6, is taken into account when determining the components of twist due to vertical track alignment, track alignment defects, and deformation of the track due to rail traffic load. Requirements for the steepest permitted designed cant gradient and repair of track twist are set out in GC/RT5021.

G A.2.4 Horizontal loads from rail traffic

Extract from the INF TSI [draft] 4.2.7.1.4. NOSING FORCES

(1) The nosing force shall be taken into account in the design of structures as set out in EN 1991-2:2003/AC:2010 clause 6.5.2.

Extract from the INF TSI [draft] 4.2.7.1.3. CENTRIFUGAL FORCES (1) Where the track on a bridge is curved over the whole or part of the length of

the bridge, the centrifugal force shall be taken into account in the design of structures as set out in EN 1991-2:2003/AC:2010 paragraphs 6.5.1 (2), (4)P and (7).

Extract from the INF TSI [draft] 4.2.7.1.5. ACTIONS DUE TO TRACTION AND BRAKING (LONGITUDINAL LOADS) (1) Traction and braking forces shall be taken into account in the design of

structures as set out in EN 1991-2:2003/AC:2010 paragraphs 6.5.3 (2)P, (4), (5), (6).and (7)P.

G A.2.4.1 No GB guidance is associated with the above.

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G A.2.5 Equivalent vertical loading for new earthworks and earth pressure effects

Extract from the INF TSI [draft] 4.2.7.2. EQUIVALENT VERTICAL LOADING FOR NEW EARTHWORKS AND EARTH

PRESSURE EFFECTS

(1) Earthworks shall be designed and earth pressure effects shall be determined taking into account the vertical loads produced by the Load Model 71, as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.2 (2).

(2) The equivalent vertical loading shall be multiplied by the factor alpha (as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.2 (3)P. The value of

 shall be equal to or greater than the values set out in Table 11.

G A.2.5.1 The INF TSI section 4.2.7.2 covers not only the vertical load effects on earthworks but also the consequential additional horizontal earth pressure effects due to the weight of trains acting on the backfill (surcharge). These vertical and horizontal loads on earthworks are utilised in the design of bridge abutments, and similar earth retaining elements (for example, retaining walls and wing walls).

G A.3 Design of structures for aerodynamic actions

G A.3.1 Structures subject to the aerodynamic effects of passing trains

Extract from the INF TSI [draft] 4.2.7.3 RESISTANCE OF NEW STRUCTURES OVER OR ADJACENT TO TRACKS

(1) Aerodynamic actions from passing trains shall be taken into account as set out in EN 1991-2:2003/AC:2010 paragraphs 6.6.2 to 6.6.6 inclusive.

G A.3.1.1 BS EN 1991-2:2003, clause 6.6.1(3) NOTE permits alternative values for aerodynamic actions from passing trains to be specified. These are included within Part 3 of this document.

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Appendix B Application of the UIC 777-2R Risk Assessment Methodology to GB Structures

G B.1 UIC 777-2R risk assessment methodology

G B.1.1 The risk assessment methodology is based on that included within Appendix F of UIC 777-2R.

G B.1.1.1 The methodology involves several defined steps which provide the values of the parameters that can be used in an explicit risk assessment. These steps are summarised in Table B1 for each risk scenario.

Risk scenario Parameters for risk assessment

Likelihood of a train becoming derailed on the approach to a bridge.

The likelihood (P1) is determined from the following equation:

P1 = er x d x Zd x 365 x 10-3.

Where :

er = the derailment rate for trains per train km.

d = longest derailment path in metres = V2/80 (assuming a deceleration of 3 m/s2 and a derailment path parallel to the track). See Figure G 5.

Zd = the number of trains per day.

Likelihood of the train colliding with the bridge.

The likelihood (P2) is determined from the following equations:

P2 = [(b-a)/b]2 x 0.5 x c/d – for a single track.

P2 = {[(b-a)/b]2 + [(b – (a+4.2))/b]2} x 0.25 x c/d – for a double track.

Where the distance parameters below are shown in Figure G 5:

d = longest derailment path in metres.

V = speed of train in km per hour at point of derailment.

b = the predicted maximum lateral deviation in metres of a derailed train = V0.55.

a = lateral distance in metres between centreline track and face of structure.

c = distance parallel to the tracks at lateral distance ‘a’ exposed to the risk of impact from a derailed train.

c = (d/b) x (b-a) ((for values of b < a c may be taken as zero).

Likelihood of the bridge collapsing as a result of the impact.

The likelihood (P3) is determined from the following equation:

P3 = {1 – 2/3[t(2b – 2a –t) / (b – a)2]} x .

For: b – t – a > 0.

Where: t = (a x d′) / (d – d′).

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t = the lateral deviation over which the remaining speed of the derailed train has fallen below 40 mph (60 km/h).

d′ = the longitudinal distance of the longest derailment path (parallel to the track) over which the remaining speed of the train has fallen below 40 mph (60 km/h). A constant 45 m may be assumed based on a constant deceleration of 3 m/s2.

 = a dimensionless factor to take account of support

robustness and structural continuity (for  = 1 it is assumed that all impacts with the support result in collapse for speeds greater than or equal to 40 mph (60 km/h)).

Likelihood of a train travelling on another track colliding with the derailed train.

The likelihood (P4) = 0.1 (where there are two or more tracks under the bridge).

This value may be increased where, the line carries > 100 trains per day, trains using the line are restricted to a narrow speed band (for example, High-speed passenger traffic or high-volume freight traffic).

Type of train travelling in the opposite direction.

Assume either a passenger train or a freight train.

Likelihood of the resulting scenarios.

The likelihood (probability - Pszi) of risk for each risk scenario is calculated using a fault-event tree analysis (9 scenarios involving derailment > impact > collapse > secondary collision with passenger or freight trains.

Table G 2 Risk assessment procedure

Figure G 5 UIC 777-2R dimensions

G B.1.1.2 Figure G 5 of this document indicates the dimensions that are used within the UIC 777-2R methodology for determination of the required risk parameters.

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G B.1.1.3 For the GB mainline railway network annual derailment risk data is available from www.safetyriskmodel.co.uk. The derailment rate is an average value across the whole network and does not take account of local risk factors that may make the derailment rate higher or lower than the average value at a specific site (for example, forward facing S&C).

G B.1.1.4 The likelihood (probability) of each outcome for the resulting risk scenarios is then used to calculate the annual risk (Dszi) from the expression:

Dszi = Pszi x Szi.

Where Pszi = P1 x P2 x P3 x P4 x P5, and is the probability of a particular combination of events (derailment, impact, collapse, secondary collision with another train) occurring for each potential scenario (Szi for I = 1 to 9).

And

Szi is the number of fatalities assumed for each scenario.

G B.1.1.5 The annual cost (Rbpm) associated with preventing the fatalities from occurring (the benefits) for each risk scenario, is then calculated from the expression:

Rbpm = Rbpi = Vpf x Apf x Dszi.

Where:

Vpf is the value for preventing a fatality (available from www.RSSB.co.uk).

Apf is the aversion factor applied to the assumed number of fatalities. It is assumed to be 1.0 except where account is explicitly taken of additional factors such as passenger loading, crash worthiness of vehicles, average speed and occupancy of adjacent buildings. Mean fatality numbers are taken from the Risk Profile Bulletin (www.safetyriskmodel.co.uk).

G B.1.1.6 The theoretical annual discounted cost of providing preventative measures or for the provision of protective measures, is then calculated from the expression:

A = [Cs x (1 + Z)N x Z] / [(1 + Z)N – 1].

Where Cs = investment cost of the protective measure = (A) / (1 + Z)N.

N = the expected design life (years).

Z = average annual rate of interest.

G B.1.1.7 The total annual cost (Ctot) is then calculated from the following expression:

Ctot = A + (Y x Cs).

where Y = average annual maintenance costs assumed to be a proportion of the investment cost (Cs). The value for annual maintenance costs should be estimated for the individual project.

G B.1.1.8 The effectiveness of the measure is then obtained from a comparison of the ratio of the annual cost of preventing fatalities (Rbpm) to the total annual cost of providing preventative or protective works (Ctot). Where the ratio Rbpm / Ctot is equal to or less than one, the measures may be considered to be appropriate. This is dependent upon the level of uncertainty in the parameters used for determination of the benefits and costs and whether the cost of the safety benefits is considered to be ‘grossly disproportionate’ to the safety benefits. This is determined by professional judgement, paying particular attention to the degree of uncertainty in the assessment of costs and safety benefits. Case law has established that a safety measure is reasonably practicable unless the cost is ‘grossly disproportionate’.

http://www.safetyriskmodel.co.uk/

http://www.rssb.co.uk/

http://www.safetyriskmodel.co.uk/

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G B.2 Example applications of the risk assessment methodology

G B.2.1 Scenario one – footbridge support located within platform – minimal protection works required

G B.2.1.1 Derailment of a passenger train on a double track section within a station area (with switches and crossings located on the approach to the station).

G B.2.1.2 Passing and stopping trains use the track adjacent to the platform.

G B.2.1.3 Assumptions:

a) Train passing speed, V = 50 mph (80 km/h).

b) Number of trains per day, Zd = 300.

c) Derailment rate, er = 2.5 x 10-08.

d) Robustness factor,  = 1.0 (except where the likelihood of collapse is reduced).

e) Distance between centreline track and nearest support face, a = 2.0 m.

G B.2.1.4 Using these values, the risk parameters are calculated in accordance with the equations provided in Table G 2.

Risk assessment parameters

b c d d’ t

11.14 65.63 80 45 2.57

Table G 3 Risk assessment parameters

G B.2.2 Risk of fatalities

G B.2.2.1 The probability that each risk scenario is achieved is calculated using the equations and values for each probability included within Table G 2 (see Table G 3 for values of the risk assessment parameters).

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Scenario Derailment Impact bridge

Bridge collapse

Secondary collision

Passenger train

Freight train

Probability for each scenario (Pszi)

1 2.19E-04 0.276078 0.131188 0.2 0.5

7.93E-07 derailment>impact>collapse>secondary collision PT.

2 2.19E-04 0.276078 0.131188 0.2 0.5

7.93E-06 derailment>impact>collapse>secondary collision FT.

3 2.19E-04 0.276078 0.131188 0 7.93E-06 derailment>impact>collapse.

4 2.19E-04 0.276078 0 0.2 0.5 6.05E-06 derailment>impact>secondary collision PT.

5 2.19E-04 0.276078 0 0.2 0.5 6.05E-06 derailment>impact>secondary collision FT.

6 2.19E-04 0.276078 0 0 6.05E-05 derailment>impact.

7 2.19E-04 0 0 0.2 0.5 2.19E-05 derailment>secondary collision PT.

8 2.19E-04 0 0 0.2 0.5 2.19E-05 derailment>secondary collision FT.

9 2.19E-04 0 0 0 2.19E-04 derailment.

Combined probability for all scenarios Pszi 3.45E-04

Table G 4 Combined probability for all scenarios

G B.2.3 Value for prevention of fatalities

G B.2.3.1 The number of fatalities for each scenario at a speed of 50 mph (80 km/h) is taken from Table 7 of UIC777-2R. Values are only included within Table 7 for speeds as low as 75 mph (120 km/h) and this figure has been assumed to apply to 50 mph (80 km/h) also.

G B.2.3.2 For passenger trains the number of fatalities (or equivalent fatalities) for each scenario Szi is included within Table G 5.

G B.2.3.3 The equation for annual risk from each scenario Dszi is included in G B.1.1.4.

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G B.2.3.4 The value for the aversion factor Apf = 2.0 (see G B.1.1.5 of this document) to allow for high passenger footfall at the station and the frequency of fully loaded passing trains.

G B.2.3.5 The annual perceived risk from each scenario is calculated from the annual risk and the aversion factor Rb = Apf x Dszi.

G B.2.3.6 The total annual perceived risk from derailment of passenger and freight trains (where necessary) is calculated from the sum of the risk for each scenario:

Rbp = Rb1 + Rb2 + Rb3 + Rb4 + Rb5 + Rb6 + Rb7 + Rb8 + Rb9.

Rbf = Rb10 + Rb11 + Rb12 + Rb13 + Rb14 + Rb15 + Rb16 + Rb17 + Rb18.

G B.2.3.7 The value placed on preventing a human fatality Vpf is based on the latest value from www.RSSB.co.uk (see Table G 5).

G B.2.3.8 The value of preventing the number of fatalities expected from the total annual perceived risk for passenger and freight trains is:

Rbpm = Vpf x Rbp.

Rbpf = Vpf x Rbf.

Scenario Szi Dszi Apf Rbp Vpf Rbpmi

1 15 1.19E-05 2 2.38E-05 derailment>impact>collapse> secondary collision PT.

2 10 7.93E-06 2 1.59E-05 derailment>impact>collapse> secondary collision FT.

3 8 7.93E-05 2 1.27E-04 derailment>impact>collapse.

4 11 6.65E-05 2 1.33E-04 derailment>impact> secondary collision PT.

5 7 4.23E-05 2 8.46E-05 derailment>impact> secondary collision FT.

6 5 3.02E-04 2 6.05E-04 derailment>impact.

7 9 1.97E-04 2 3.94E-04 derailment>secondary collision PT.

8 6 1.31E-04 2 2.63E-04 derailment>secondary collision FT.

9 3 6.57E-04 2 1.31E-03 Derailment.

Total value for preventing

fatalities Rbpmi

2.96E-03 1.76E+06 3.21E+03

Table G 5 Value for prevention of fatalities

http://www.rssb.co.uk/

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G B.2.4 Cost of preventative and protective measures

G B.2.4.1 The equations for calculation of the average annual cost associated with the provision of preventative or protective measures A and the investment cost of the protective measures Cs is given in clause G B.1.1.6.

G B.2.4.2 The total annual cost of the measure including annual maintenance costs Ctot is calculated from the equation in clause G B.1.1.7.

G B.2.4.3 The average annual maintenance cost is assumed to be 2% of the investment cost Cs.

G B.2.4.4 The investment cost is usually based on an estimated cost of works and future maintenance at the design stage. This can be based on the cost of similar works, or a specific estimate using a source of Engineering Construction costs such as SPONs.

G B.2.4.5 For the purpose of this example the investment cost of the protective measure Cs has been assumed to be a hypothetical value for the purposes of illustrating the influence of a specific value on the outcome of the benefit: cost ratio.

G B.2.4.6 For scenario one, it is assumed that only minor works are required to isolate the columns from the surrounding platform and that otherwise the platform is sufficiently robust to resist impact forces. The specific assumptions are:

Cs = 50,000 pounds.

Expected design life, N = 125 years and 30 years.

The annual average interest rate, Z = 2.5%

G B.2.4.7 The calculation results are summarised in Table G 6. For scenario one a positive benefit: cost ratio (Rbpm/Ctot) of 2.2511 is obtained for a 120 year design life and 1.5398 for a 30 year design life. The longer period over which the safety measures have to be funded increases the annual cost of the measures which decreases the benefit: cost ratio.

Rbpm

(£)

A (£) Ctot (£)

Benefit:Cost ratio

Rbpm/Ctot

120 30 120 30 120 30

5,220 50,000 1318 2389 2318 3389 2.2511 1.5398

6880 175,000 4613 8361 8113 11861 0.8483 0.5802

4100 1,500,000 39543 71666 69543 101666 0.0590 0.0404

Table G 6 Benefit: cost ratios

G B.2.4.8 Where the parameters are assumed to take different values for scenarios two and three, different conclusions can be possible.

G B.2.4.9 For scenario two it is assumed that the platform offers no protection in the event of impact and that more significant works are needed to provide protection. The benefits will increase as there is more likelihood that the columns will collapse owing to the inadequate level of protection provided by the platform. The increased cost of the protection works reduces the benefit: cost ratio below 1.0, although only to 0.8483. However, when an allowance is made for uncertainty, this value exceeds 1.0 which may be considered to justify the need for the protection works.

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G B.2.4.10 For scenario three, it is assumed that a much more expensive bridge is provided, without the need for bridge supports within the platform areas and where the supports are more than 5 m from the track centreline. The benefits are reduced owing to the increased clearance which decreases the likelihood of fatalities, and the costs of protection works (assumed to be the additional bridge costs to achieve a 6 m clearance) are greatly increased. The benefit: cost ratio is way below 1.0 in this case and even allowing for uncertainty, it is difficult to justify the additional cost of the new bridge.

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Definitions

Abutment

An end support of a bridge whose function is to support the weight of the bridge, the loads exerted by railway vehicles and the earth pressure from the embankment behind the support.

Accidental action

An action, usually of short duration but of significant magnitude, that is unlikely to occur on a given structure during the design working life.

For the purpose of this document the term is generally taken to refer to the effects of derailment of a railway vehicle on, below or adjacent to a railway structure.

Action

For the purpose of this document, a set of rail traffic forces (loads) applied to the structure.

Aerodynamic action

An action that results from the force exerted on railway structures over or adjacent to the railway due to the transient pressures generated by passing railway vehicles.

Bridge

A structure of one or more spans greater than or equal to 1800 mm, whose prime purpose is usually to carry traffic or services over an obstruction or gap.

Bluff

Termed ’Unfavourable aerodynamic shape’ in BS EN 1991-2:2003; this is the base case for which k = 1.0. A typical example is the Class 66 locomotive.

Culvert

A structure with a span or diameter greater than 0.45 m but less than 1.8 m whose prime purpose is usually to permit water or services to pass under or adjacent to a railway, road or other infrastructure.

Deformation

All deflection and rotational movements in a railway structure due to the effects of railway traffic.

Dynamically sensitive railway structures

Dynamically sensitive railway structures such as bridges, subject to railway traffic, tend to be those which approach or fall outside the upper limit of deflection as determined in accordance with UIC 776-3R Figure 1. For example, shallow (high span depth ratio) solid deck type bridges (reinforced concrete or filler beam decks) with a high mass per metre may tend towards or exceed the upper limit.

Light all metal floors (cross girders with metal floor plates with low or no longitudinal continuity) of through or half through bridges may also be dynamically sensitive.

Embankment

An earthwork that allows railway lines or access roads to pass over low lying ground, or ground liable to flood, at an acceptable level and gradient.

Fatigue

Failure of structural elements and connections subject to the effects of repeated rail traffic loading.

Hazard zone

An area extending for a distance of 5.2 m perpendicular to the track centreline and anywhere between the tracks.

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Horizontal load

The resultant force exerted on a railway structure in the direction of travel (longitudinal) or normal to the direction of travel (transverse) as a consequence of the operating characteristics of the moving railway vehicle and its interaction with the track.

Intermediate

Termed ‘Smooth sided rolling stock’ in BS EN 1991-2:2003’; the k values are derived from the test results for each structure type, a typical example is the Class 158 leading vehicle.

Lineside structures

For the purpose of this document, structures adjacent to the railway which may be subject to aerodynamic or accidental actions, such as platform canopies and over-line bridge supports.

Mainline railway

Mainline railway has the meaning given to it in the Railways and Other Guided Transport Systems (Safety) Regulations 2006 but excluding any railway in Northern Ireland; the dedicated high speed railway between London St Pancras International Station and the Channel Tunnel; and the Channel Tunnel.

New bridge

For the purpose of this document the term ‘new bridge’ includes total superstructure replacement.

Over-line bridge

A bridge structure of one or more spans which passes over the railway.

Railway structure

A structure below, over or adjacent to the railway which is subject to loading from rail traffic.

For the purpose of this document, the term includes under-line bridges, over-line bridges, lineside structures, tunnel inverts, culverts, buried structures, retaining walls and embankments, which are subject to the vertical and / or horizontal effects of rail traffic.

Retaining wall

For the purpose of this document, an independent wall whose function is to support the pressure from the retained earth behind the wall and additional pressure from rail traffic surcharge loading, where it can affect the wall.

Streamlined

Termed ‘Streamlined rolling stock’ in BS EN 1991-2:2003’; the k values are derived from the test results for each structure type, a typical example is the Class 390 leading vehicle.

Trestle

For the purpose of this document, a platform structure comprising a sequence of regularly spaced vertical supports, which are open to air between them, and which support the platform walking surface.

Tunnel invert

The floor constructed close to the base within the tunnel and upon which the railway is supported.

Under-line bridge

A bridge structure of one or more spans which carries the railway over an obstacle, such as a highway for example.

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Vertical load

The resultant force exerted on a railway structure in the vertical direction as a consequence of the weight of a railway vehicle, the operating characteristics of the moving railway vehicle, and its interaction with the track.

Wing wall

A wall that complements an abutment and whose function is to support the earth pressure from that part of the earth embankment behind the bridge that slopes away from the sides of the track, and additional pressure from rail traffic surcharge loading, where it can affect the wall.

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References

The Catalogue of Railway Group Standards give the current issue number and status of documents published by RSSB. This information is also available from www.rgsonline.co.uk.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Technical Specification for Interoperability

CR INF TSI Conventional Rail Infrastructure TSI, Decision 2011/275/EU, (OJ L126/53, 14.05.2011, p53)

HS INF TSI High Speed Infrastructure TSI, Decision 2008/217/EC, (OJ L77/1, 19/03/2008, p1)

Railway Group Standards

GC/RT5021 Track System Requirements

GC/RT5112 Rail Traffic Loading Requirements for the Design of Railway Structures

GE/RT8006 Assessment of Compatibility of Rail Vehicle Weights and Underline Bridges

RSSB documents

GI/GN7608 Guidance on the Conventional Rail and High Speed Infrastructure Technical Specifications for Interoperability

GI/GN7616 Guidance on Interface between Station Platforms, Track and Trains

GE/GN8640 Guidance on Planning an Application of the Common Safety Method on Risk Evaluation and Assessment

GE/GN8641 Guidance on System Definition

GE/GN8642 Guidance on Hazard Identification and Classification

GE/GN8643 Guidance on Risk Evaluation and risk Acceptance

GE/GN8644 Guidance on Safety Requirements and Hazard Management

GE/GN8645 Guidance on Independent Assessment

Other references

352/2009 COMMISSION REGULATION (EC) No 352/2009 of 24 April 2009 on the adoption of a common safety method on risk evaluation and assessment as referred to in Article 6(3)(a) of Directive 2004/49/EC of the European Parliament and of the Council (OJ L108, 29.4.2009, P4)

402/2013 COMMISSION IMPLEMENTING REGULATION (EU) No 402/2013 of 30 April 2013 on the common safety method for risk evaluation and assessment and repealing Regulation (EC) No 352/2009 (OJ L121, 3.5.2013, P8)

2004/17/EC DIRECTIVE 2004/17/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors (OJ L134, 30.4.2004, P1)

2008/57/EC DIRECTIVE 2008/57/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 June

http://www.rgsonline.co.uk/

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2008 on the interoperability of the rail system within the Community (Recast) (Text with EEA relevance)

776-3R UIC Leaflet 776-3R, 2nd Edition, June 2009, Design requirements for rail-bridges based on interaction phenomena between train, track and bridge

777-2R UIC Leaflet 777-2R, 2nd Edition, September 2002, Structures built over railway lines - Construction requirements in the track zone

779-1R UIC Leaflet 779-1R, 1st Edition, January 1996, Effect of the slipstream of passing trains on structures adjacent to the track

BD 49/01 Highways Agency. Design rules for aerodynamic effects on bridges

BS EN 1990:2002+A1:2005 Eurocode. Basis of structural design

BS EN 1991-2:2003 Eurocode 1. Actions on structures. Traffic loads on bridges (Incorporating Corrigenda December 2004 and February 2010)

BS EN 1991-1-7:2006 Eurocode 1. Actions on structures General actions

NA to BS EN 1990:2002+A1:2005 UK National Annex for Eurocode. Basis of structural design

NA to BS EN 1991-2:2003 UK National Annex to Eurocode 1. Actions on structures Traffic loads on bridges

NA to BS EN 1991-1-7:2006 UK National Annex to Eurocode 1. Actions on structures Accidental actions

INF TSI Infrastructure Technical Specification for Interoperability [currently under development]

ORR Guidance ORR guidance on the application of the common safety method (CSM) on risk evaluation and assessment – December 2012

RGD-2013-06 Policy statement on the relationship between the CSM for Risk Evaluation and Assessment and other risk assessment requirements – December 2013

ROGS The Railways and Other Guided Transport Systems (Safety) Regulations 2006 (as amended)

T750 RSSB research project Review of Euronorm design requirements for trackside and overhead structures subjected to transient aerodynamic loads

T988 RSSB research report Railway Bridge Design Requirements for GB Traffic

Utilities Contracts Regulations 2006

Utilities Contracts (Scotland) Regulations 2006

order resources/pxc3897017.pdf

International Journal of Computer Applications (0975 – 8887)

Volume 96– No.25, June 2014

Railway Security System based on Wireless Sensor

Networks: State of the Art

Kalpana Sharma1, Jagdish Kumawat2, Saurabh Maheshwari3, Neeti Jain4 M.Tech. Scholar

1 , Asst. Prof.

2, 3 , M. Tech. Scholar

Dept. of Computer Engineering 1, 2, 3, 4

Rajasthan College of Engineering for Women, Jaipur, India 1, 2

, GWECA 3 , GECA

ABSTRACT

Railways are large infrastructures and are the prime mode of

transportation in many countries. The railways have become a

prime means of transportation owing to their capacity, speed,

and reliability. Even a small improvement in performance of

railways has significant economic benefits to rail industry.

Thus, a proper maintenance strategy is required to govern

optimization of inspection frequency and/or improvement in

skill and efficiency. Accidents happening due to track

breaking have been a big problem for railways for life security

and timely management of services. This breakage needs to be

identified in real time before a train actually comes near to the

broken track and get subjected to an accident. In this paper,

different kinds of rail defects inspection and maintenance

methods are described and a basic algorithm is readdressed

that makes use of wireless acoustic sensors for detecting

cracks and breakages in the railway tracks.

General Terms Wireless sensor network, fault tolerant, track gauge inspection

Keywords Cracks detection, railway security, acoustic sensor

1. INTRODUCTION Railways comprise a large infrastructure and are an important

mode of transportation in many countries. The railways have

become a new means of transportation owing to their

capacity, speed, and reliability, being closely associated with

passenger and goods transportation; they have high risk

associated with them in terms of human lives and cost of

assets [1]. The poor maintenance of the railways can lead to

accidents. New technologies for railways and better safety

measures are introduced time to time but still accidents do

occur. Thus, a proper strategy is required for maintenance and

inspection of tracks.

Detection and maintenance of rail defects are major issues for

the rail community all around the world. The defects mainly

include weld problems, internal defects worn out rails, head

checks, squats, spalling and shelling, corrugations and rolling

contact fatigue (RCF) initiated problems such as surface

cracks. If these defects are not handled and corrected they

can lead to rail breaks and accidents [2] .There are numerous

challenges to rail community and the infrastructure

maintenance people such as to perform effective inspection

and cost effective maintenance decisions. If these issues are

taken care of properly, inspection and maintenance decisions

can reduce potential risk of rail breaks and derailment.

2. TECHNIQUES FOR INSPECTING

CRACKS IN RAILWAY TRACKS

2.1 Long Range Ultrasonic Testing

(LRUT) Authors in paper [4] focus on the limitations of methods in

their ability to detect defects in the rail foot, especially in the

side edges away from the region directly below the web and

how the LRUT method provides a significant improvement

for the same.

Long Range Ultrasonic Testing (LRUT) technique is

proposed as a complimentary inspection technique to examine

the foot of rails, especially in track regions where corrosion

and associated fatigue cracking is likely, such as at level

crossings. LRUT technique is found to be suitable for

examining inaccessible areas of railway tracks such as areas

where corrosion occurs and susceptible areas of fatigue

cracking. In different parts of the rail section (such as head,

web and foot) properties of guided waves are used and are

examined for their capability to detect defects in each part.

A suitable array of transducers is developed that is able to

generate selected guided wave modes in rails which allow a

reliable long range inspection of the rail. The characteristics

of ultrasonic guided waves in the rail complex geometrical

profile have been identified.

2.2 Vision Based System A rail track inspection technique using automated video

analysis is proposed [5]. The aim of the system is to replace

manual visual checks performed by the railway engineers for

track inspection. A combination of image processing and

analysis methods is used in the paper to achieve high

performance automated rail track inspection. This paper

focuses on the issues of finding missing clips and finding blue

clips which have been recently replaced in place of damaged

clips.

The objective of the algorithm is to automatically find clips in

video sequences and thereafter recognize whether they are

broken and if they are new or old as indicated by their color.

Metal clips hold the rail track to the sleepers on the ground.

Clips are searched to locate their position. Some clips on the

track may be broken or missing due to excessive strain on

them as the train moves on the track which may lead to the

track failure these missing clips are identified. The clips used

may be of different color depending on whether it is new

(blue color) or old (grey color). So a video color analysis is

done on the clips and the results are given to track

maintenance engineers.

The main image pre-processing steps in the recognition of

clips include smoothing, edge detection, and short line

removal.

International Journal of Computer Applications (0975 – 8887)

Volume 96– No.25, June 2014

The irregularities in the Railway track gauge reduces the

service life of rail and vehicle, and even result in vehicle

falling off rail or wheel trapping, which causes driving

accidents. A dynamic inspection method of track gauge based

on computer vision is developed in [6]. The inspection system

is constructed by using four CCD (Charge-coupled Device)

cameras and two red laser sector lights. The inspection

principle and corresponding calibration method of inspection

system are analyzed. Several image processing technologies

such as image component extraction, differential, adaptive

iteration threshold, dilation and thinning are used to extract

gauge points.

Experiment results have proved that the proposed inspection

method is capable of fast obtaining track gauge value with

high accuracy and repeatability, and meets the requirement of

dynamic inspection for track gauge.

The method proposed in the paper [6] confirms the calibration

method for track gauge inspection by. The method strictly

controls the change of railway gauge and provides an

effective inspection method with high precision to railway

engineers.

2.3 Train-Mounted GPR A technique based on Ground-penetrating radar (GPR) [7] is

used for obtaining quantitative information about the depth

and degree of deterioration of the track. This paper aims at

automating the processing and interpretation of data to the

extent whereby on-site interpretations may be achieved with

minimal intervention of the expert. This is done through the

development of new image and signal processing tools

specifically for GPR data and the range of anomalies found on

the trackbed.

For monitoring track conditions and other infrastructure assets

the most efficient way is by means of a train, which can

collect data for many parameters simultaneously, where

possible at normal line speed. A multichannel ground-

penetrating radar system is presented in the paper which is

capable of operating at speeds of up to 200 kmph. A road-rail

variant of the system is also presented which can collect up to

6 simultaneous continuous channels across the track, and can

deliver on-site interpretation of ballast thickness and quality,

irregularities, weak spots and utilities.

Novel multivariate signal and image processing techniques

are used that can automatically detect, quantify and map

variations in ballast depth and condition. To enable automatic

characterization and classification of regions of interest within

the radargrams, multi-resolution texture analysis techniques

are applied. The proposed system can probe the ballast both

underneath and between the sleepers, thus potential problems

can be identified with individual sleepers.

2.4 LED-LDR Assembly An algorithm for crack detection in rail tracks is uses [9]

Light Emitting Diode and Light Emitting Resistor (LED-

LDR) assembly which tracks the exact location of faulty

track. The design proposed by the authors includes LED

which are attached to one side of the rails and the LDR to the

opposite side. When there are no cracks i.e. during normal

operation, the LED light does not fall on the LDR and hence

the LDR resistance is high. Subsequently, when the LED light

falls on the LDR, the resistance of the LDR gets reduced and

the amount of reduction will be approximately proportional to

the intensity of the incident light. Consequently the light from

the LED deviates from its path due to the presence of a crack

or a break and there is a sudden decrease in the resistance

value of the LDR. This change in resistance indicates the

presence of a crack or some other similar structural defect in

the rails. In order to detect the current location of the device in

case of detection of a crack, a GPS receiver whose function is

to receive the current latitude and longitude data is used. To

communicate the received information, a GSM modem has

been utilized. The function of the GSM module being used is

to send the current latitude and longitude data to the relevant

authority as an SMS. The robot is driven by four DC motors.

If this system is employed only latitudes and longitudes of the

broken track will only be received so that the exact location

cannot be known.

GPRS module is used to get exact location of the broken rail

track. ARM7 controller is also used owning to is low cost and

less power consumption it also decreases the time used in

detecting cracks.

3. RAIL TRACK INSPECTION USING

SENSORS

3.1 Automatic Railroad Track Inspection The paper [9] presents a technical survey of the automated

stationary and mobile track test train systems. An automatic

inspection system is proposed in the paper but it is limited to

the track bed and the rails. Deployment of the rail track to

cover maximum optimum segment is also discussed. Instead

of six transducers employed in bi-static mode, a single mono-

static mode T-R, transducers is used which offers a significant

saving in material, installation, electronics, and space, as well

as cost. The proposed system helps in monitoring high risks in

track beds by deploying sensors at particular areas and by the

use of probabilistic selection method to identify high risk

areas.

3.2 Wireless Sensor Networks Based on

Fuzzy Logic The concept of fuzzy logic is used by author’s deployed

sensors. A model for placing sensors on the railway track is

described in the system [10]. There are many base stations or

control centers which collect the data from the numerous

sensor nodes distributed on the railway tracks. Multi-layer

routing is used to transmit the sensed data to control station.

The sensor nodes transmit the data to their nearby cluster

heads. Multi-layer routing is used; the nodes in lower layer

transmit their data to higher layer instead of transmitting it

directly to base station.

For detecting cracks on rail tracks ultrasonic method is used.

Ultrasonic waves are injected into the rails by special

transducers. High-energy signal is sent in two directions at

predetermined intervals. The transmitted signal is propagated

in the rail and is received by receivers. The nearby

transmitters send ultrasonic waves with the same frequency

but with different period’s .In this way, the receivers will be

able to recognize the direction (left or right) from which they

receive the signal. If there is a break or chafe in the rail, the

amplitude of the waves received by receivers will be reduced

and an alarm signal will be sounded.

To track cross (horizontal) defects that happen in the crown of

the rail, the ultrasonic method is used: power is concentrated

in the crown of the rail so that it becomes possible to track

these defects as the ultrasonic waves are maximized.

Ultrasonic sensors are alternately installed 1.75km apart from

each other in the inside wall of the rail and they must be in

complete contact with the crown of the rail, in this way by

increasing the number of the rail which needs to be

investigated.

International Journal of Computer Applications (0975 – 8887)

Volume 96– No.25, June 2014

Collision in the tracks can be avoided using sensors and a

technique based on IR Rays & Sensors [11]. Collisions are

avoided by fixing the sensors in the train wheels and

transmitting the rays in the track. The trains coming from

opposite direction also have the same option. If two trains are

on same track, the rays will get collided and get reflected back

to the respective engines and the LED or Alarm will blink that

will help in stopping the train.

The detection of Cracks is done using IR rays with the IR

transmitter & receiver.IR receiver connected to the Signal

Lamp or Electrified lamp with the IR sensor. CAN controller

is connected to the main node and it sends the information via

GSM and transmit the message to engine and to the nearest

station. The detection of Cracks can be identified using IR

rays and IR sensor.IR receiver is connected to the signal lamp

and to the CAN controller. The electrified lamp is nothing but

it sides of the tracks the electric lamp which is current flowing

for the engines transportation.

A failure tolerant (FT) algorithm is proposed [12] for

monitoring the rail lines. The algorithm is based on the

simultaneous use of movable and fixed sensor network design

and has the ability to send information as online-offline.

The proposed algorithm reduces fault tolerance and energy

consumption in the network thereby increasing network

lifetime. The algorithm has two parts fixed and movable. The

fixed algorithm works for sensor networks that are in places

such as bridges, tunnels and special points. This algorithm

collects information about seismic data and the bridge balance

and Cracking in the foundations of bridges and Pressure on

the bridge and investigates this information. Movable

algorithm, displays how to collect information of fixed sensor

network by installed networks on the locomotive or

monitoring cars , it also check the balance point line and

coordinates of points that their data is registered.

3.3 Track Surveying with Sensors For Track surveying with sensors the authors have proposed

an architecture which has sensor nodes deployed along a

railway track as shown in Fig 1. The network consists of

numerous control centers (sink nodes) that are connected

through a wire lined connection, and the sensor nodes are

deployed along the railway lines [13].The sensor nodes collect

the necessary data and forward the data back to the sink.

An innovative railway track surveying procedure is described

that uses sensors and simple components like a GPS module,

GSM Modem and MEMS based track detector assembly [14].

The surveying system proposed in this paper can be used for

both ballast and slab tracks. The railway geometrical

parameters which are Track axis coordinates are obtained with

integrated Global Positioning System (GPS) and Global

System for Mobile communication (GSM) receivers.

The authors have proposed a cheap, and simple scheme with

sufficient ruggedness which is suitable in the Indian scenario

that uses an LVDT arrangement to survey track geometry by

using multi sensor, which has proved to be cost effective as

compared to the existing methods. This sensor very accurate

detection and it will send information immediately by using

GSM. The system can be operated in tunnels without

interruption

Fig 1. Architecture of Track Surveying with Sensors [13]

Bridge damage status is monitored by the sensor and wireless

modules, when the sensor not getting signal, immediately

nearby wireless system notifies and alert or informs to the

current train on the track. The above task can achieve through

microcontrollers, GSM, LVDT.

4. RAIL DEFECT DETECTION

PROCEDURE Rail defect detection is a process for which many different

detection techniques have been studied and implemented. In

general, for a defect detection system, the following need to

be made available: a system of sensors which traverses the rail

tracks, a data acquisition system, an algorithm to process the

data and classify the signals as those arising from a break or

no break and finally a means for notifying the GPS position of

the break to authorities so that necessary action may be taken.

Figure discusses the flow of the process of fault detection and

remediation in case of rail break instances. A schema of the

discussed method is given in figure 2.

Fig 2 Break Detection procedure [15]

International Journal of Computer Applications (0975 – 8887)

Volume 96– No.25, June 2014

5. CONCLUSION AND FUTURE WORK Accidents occurring in railway transportation systems cost a

large number of lives. Many people die and several others get

physical and mentally injured. Accidents are the major causes

for traumatic injuries. There is certain need of advanced and

robust techniques that can not only prevent these accidents but

also eradicate all possibilities of their occurrence. Wireless

sensor network which continuously monitors the railway track

through the sensors and detect any abnormality in the track.

The sensor nodes are equipped with sensors that can sense the

vibration in the railway track due a coming train. The

geographical positioning sensors are placed on the trains.

These sensors send the train’s geographic location. The

complete process is needed to be real time in nature and

should meet the deadlines. Optimization of the

communication protocol and real time working network with

minimum delay in multi-hop routing from the nodes to the

train using a static base station is needed, so that the decision

making can be done and the decision is forwarded to the train

without any delay.

6. REFERENCES [1] V.Reddy, “Deployment of an integrated model for

assessment of operational risk in railway track”, Master

Thesis, Queensland University of Technology School of

Engineering Systems, 2007.

[2] C. Esveld, “Modern railway Track”. Second Edition,

MRT Productions. 2001

[3] D.Hesse “Rail inspection using ultrasonic surface waves”

Thesis ,Imperial College of London,2007

[4] C. Campos-Castellanos, Y.Gharaibeh, P. Mudge *, V.

Kappatos, “The application of long range ultrasonic

testing (LRUT) For examination of hard to access areas

on railway tracks”. IEEE Railway Condition Monitoring

and Non-Destructive Testing (RCM 2011) Nov 2011.

[5] M. Singh, S.Singh1,J.Jaiswal, J. Hempshall “Autonomus

rail track inspection using vision based system” .IEEE

International Conference on Computational Intelligence

for Homeland Security and Personal Safety .October

2006. pp 56-59

[6] S.Zheng, X.An, X.Chai, L. Li “Railway track gauge

inspection method based on computer vision” IEEE

International Conference on Mechatronics and

Automation, 2012. pp 1292-1296

[7] W. Al-Nuaimy , A. Eriksen and J. Gasgoyne “ Train-

mounted gpr for high-speed rail trackbed inspection”

Tenth International Conference on Ground Penetrating

Radal; 21 -24 June, 2004

[8] A.Vanimiredd, D.A.Kumari “Automatic broken track

detection using LED-LDR assembly” International

Journal of Engineering Trends and Technology (IJETT) -

Volume4 Issue7- July 2013

[9] Hayre, Harbhajan S., "Automatic Railroad Track

Inspection," Industry Applications, IEEE Transactions on

, vol.IA-10, no.3, pp.380,384, May 1974

[10] Z. Sam Daliri1, S. Shamshirband , M.A. Besheli “

Railway security through the use of wireless sensor

networks based on fuzzy logic”. International Journal of

the Physical SciencesVol. 6(3), pp. 448-458, 4 February,

2011

[11] S. Ramesh, S. Gobinathan “Railway faults tolerance

techniques using wireless sensor networks”. IJECT Vol.

3, Issue 1, Jan. - March 2012.

[12] A. Z Lorestani ,S. A Mousavi, R. Ebadaty, “Monitoring

RailTraffic Using Wireless Sensor Network (WSN)”

IJCSET ,June 2012, Vol 2, Issue 6,1280-1282

[13] Aboelela, E.Edberg, W.Papakonstantinou, C.Vokkarane,

V, "Wireless sensoer network based model for secure

railway opeerations," Performance, Computing, and

Communications Conference, 2006. IPCCC 2006. 25th

IEEE International , vol., no., pp.6 pp.,628, 10-12 April

2006

[14] M. Kalaimathi, P. Ilakya & E. Sathiavathy. “Innovative

railway track surveying with sensors and controlled by

wireless communication” ,International Journal of

Advanced Electrical and Electronics Engineering,

(IJAEEE) pp 2278-8948, Volume-2, Issue-3, 2013.

[15] J Zhao; Chan, A. H C; Stirling, A.B., "Risk analysis of

derailment induced by rail breaks - a probabilistic

approach," Reliability and Maintainability Symposium,

2006. RAMS '06. Annual , vol., no., pp.486,491, 23-26

Jan. 2006SeongOun Hwang, ”Content and Service

Protection for IPTV,” Broadcasting, IEEETransactions

on , vol.55, no.2, pp.425,436, June 2009.

IJCATM : www.ijcaonline.org

order resources/Report Writing-300483-WSU-Spring 2016.pdf

9/20/2016

Report Writing and Submission

A/Prof Fidelis Mashiri

School of Computing, Engineering and Mathematics

Week 10, Spring 2016

Kingswood

CONTENTS

• How to Write a Good Technical Report

• Writing Tools

– MS WORD

– ENDNOTE

– TURNITIN

• Peer Review

• Report Submission and Due Date

• Question Time

9/20/2016

How to Write a Good Technical

Report

What is a Technical Report about?

• The main purpose of a technical report is to convey information.

• The report should place as few hindrances as possible between the mind of

the writer and the mind of the reader.

• A secondary function is to stimulate the reader.

• During the planning of your report you should have clear answers to the

following questions

– What is the report about? What are the key facts and conclusions?

– Who are you writing for? Consider level of explanation required. Is it targeted at experts in

the field? Who are the potential readers?

– How long can the report be? Would it be harder to report your Engineering Project Report

in 1000 words for example compared to 10,000 words? Know the word limits or page

limits for the report.

9/20/2016

Contents of a Standard Technical Report :

• Preliminary Pages

– Title Page

– Executive Summary/Abstract

– Acknowledgements

– Table of Contents

– List of Figures

– List of Tables

• Main Text

– Introduction

– Background

– Aims and Objectives

– Methodology

– Theoretical (analytic and/or numerical) and/or experimental development and analysis

– Results and Discussion

– Conclusions and Recommendations

– Bibliography/References

• Appendices

Title

• Clearly indicate the subject area and the most distinctive feature

• Try to make the title concise

A good title will help attract the interest of intended readers

9/20/2016

Executive Summary - What does the report contain?

• Content

– Motivation and Purpose

– Statement of the Problem and Scope

– Major issues related to the Problem

– The proposed solutions and contributions

– Main conclusions

• ½ - 1 page

• Well structured

• Logical

• Concise

• Technical

If the title is attractive, readers will then read the summary/abstract to

decide if they should continue.

Acknowledgement

• Sincerely show your gratitude to those that provided supervision, advice,

comments, contribution and help on the project, i.e., supervisors,

teammates, family, and friends etc. (not in order).

Table of Contents

• All the headings and subheadings in your report and the page numbers

where each of these begin

9/20/2016

List of Figures and List of Tables

• Clearly assist readers locate photos, drawings, tables, graphs and charts

Introduction

• Tell what the report is all about

• Begin with a brief description of the problem

• Include background information (i.e., why is it important?)

• Indicate aim and objectives of the project

• Show the scope of the project as well as limitations and hurdles

• Describe the content and organisation of the report (either progress report

or final report)

9/20/2016

Literature review

• Review other publications relevant to your work

• Summarise their approaches, assumptions, contributions, and drawbacks

• Give credit to previous contributions/field to the topic.

• Recognise, conceptualise and state your problem – research questions

and/or design questions (i.e., how important is it?)

Aims and Objectives

• Aims are the changes you hope to achieve as a result of your work

– Overall aim, i.e., “The aim of this project is…”

– Specific aims

• Objectives are the activities you undertake and the services you offer to

bring these changes about

– What major tasks will be undertaken and what your major targets are.

– Most projects will have between six and nine objectives.

• Outcomes which are linked to your aims, so defining clear aims will help you

identify your outcomes.

9/20/2016

Methodology

• The methodological framework used in the project, or investigation.

– How do you develop and finish the project?

– How do you solve the problem?

• It focuses on the theory related to the tasks.

• Tasks and subtasks as well as timeframe

– It usually is accompanied by a Gantt Chart which should be listed in an appendix.

Theoretical (analytic and/or numerical) and/or experimental

development and analysis

• These sections/chapters focus on how to develop the project and how to

solve the engineering problems and answer the research/design questions.

– Theoretical (analytic and/or numerical) • Analytic equations

• Numerical modelling and simulation, i.e., FEA, CFD, MD, etc.

• Design process

– Experimental • Design of experimental procedure

• Design of samples

• Data collection and analysis

9/20/2016

Results and Discussion

• Describe the results obtained

• Analyse the implications associated with main results

• Discuss the important issues related to results in your work

• It is usually supported by photos, figures, tables and charts, etc.

Conclusions

• A summary of the major findings you have obtained and developed in the

previous sections.

• “Conclusions” is not an analysis section but used to draw your findings from

the previous section.

Recommendations

• Insights into the next steps you recommend to be taken for future work.

• This must be supported by the results and discussion section and

conclusions section of the report.

9/20/2016

Bibliography/References

• The list of sources, that is, the list of books, journal articles and other

materials that you consulted

• Internet references should cite the page title, HTML ref., author (or

company), and date visited, etc.

• Bibliography is listing all the materials that have been consulted while

writing your report.

• References, on the other hand, are those that have been referenced and

included in your report.

• Referencing with Harvard

Appendices

• Supportive information that is not essential to explain your findings, but that

supports your analysis (especially repetitive or lengthy information),

validates your conclusions or pursues a related point

• Figures/tables/charts/graphs of results, statistics, questionnaires, transcripts

of interviews, pictures, lengthy derivations of equations, maps, drawings,

letters, specification or data sheets, computer program information and

codes, etc.

• The information included in the appendix must be directly related to the

research problem or the report's purpose.

• Appendix A, B, C…

9/20/2016

General Writing Skills

• Write in third person (no I, We, You, etc.), use pronouns like (he, she, it, they).

• Use plain and formal language (no contradictions, slang, etc.)

• Include section headings from Table of Contents in main text for reader reference

• No table or figure should be included if it is not specifically referenced in the text (i.e.,

at least “Figure 1 shows that…” or “Table 1 summarises…”, etc.)

• When referring to a table or figure, introduce it first

• Figure captions usually go below the figure (not the MS XL default), and table titles go

above

• 1.5 or double spacing is good >> easier to read

• Don’t ask questions of reader in a technical report >> want to summarise design info

and report results to reader, not write an entertaining magazine article

• Capitals – use when starting a new line or sentence, not within a sentence unless a

proper nouns/name (e.g., “Engineering” is not a proper name when referring to the

profession (no capitals), but is when referring to, say, a department (capitalise))

• Use colons to introduce a list, semi-colons to separate list items, and a period at the

end – unless points are stand-alone sentences in which case all end with periods

• No paragraph indentation used in technical reports – blank line separating

paragraphs, full justify

• Excessive data/info should be placed in an Appendix so that the reader is not

overwhelmed with excessive information

• It is not a good idea to include statements about

– How difficult the work was

– How the report would have been better had the author had more time.

• SPELL CHECK!!! PROOF READ FOR GRAMMAR!!!

9/20/2016

Writing Tools

• Microsoft Word (i.e. 2010)

9/20/2016

• Equation Typing - Mathtype

http://www.dessci.com/

• Endnote – Referencing

– A software to create a database containing references

– These references can be searched, edited and integrated into a

Word document.

Citation Resources: http://library.uws.edu.au/uws_library/guides/referencing-citation

http://www.endnote.com/enwebinfo.asp

9/20/2016

• Resources and Training on Citation offered from UWS Library

9/20/2016

• Turnitin for Intellectual Honesty & Plagiarism

– Online web-based text-matching software that identifies and

reports on similarities between documents

– A tool to improve academic writing skills

– Academics and / or students may submit documents through the

institutional electronic content management system i.e. vUWS.

– Only a similarity of 15% at most can be accepted for the

progress report and 50% for the final report.

– http://library.westernsydney.edu.au/main/guides/turnitin

Peer Review

http://library.westernsydney.edu.au/main/guides/turnitin

9/20/2016

• Peer review is the evaluation of creative work or

performance conducted by other people in the same field in

order to maintain or enhance the quality of the work or

performance in that field.

• Peer review within your team

• Peer review on your report to maintain the quality of the work

• Evaluate other team members’ performance, contribution during

course

Each group member will have her/his own mark based on peer

review evaluation.

Report Submission and Due Date

9/20/2016

1st Half Session Submission

Students enrolled in the 1st half session:

Group Progress report (12.5%) • Title Page

• Executive Summary

• Acknowledgement

• Table of Contents

• List of Figures

• List of Tables

• Introduction

• Research Background and Literature Review

• Aims and Objectives

• Methodology

• Project Progress/Preliminary Development

• Concluding Remarks/Summary

• References

• Appendices (Meeting minutes must be included)

Minimum 3,000 words/student ,

Weighted as 15%

Turnitin Report must be included.

50% for pass otherwise failed in 1st half

session

9/20/2016

Students enrolled in the 1st half session:

Individual Management Report (2.5%)

• Week-by-week based Engineering Project Logbook

• Peer-review Report on teammates for the first half session

Progress Report Submission:

• Due date: 12.00pm, Friday of Week 14.

• Submission to XB Building Reception:

1. A softcopy of the Group Progress Report each group must

be submitted via the Turnitin Submission on the vUWS site;

2. One hardcopy of the Group Progress Report each group

accompanied with the Turnitin report, which will be marked

by supervisor and co-supervisor if there is; and

3. One hardcopy of individual Management Report each

student should be submitted.

Assignment Cover Sheet is needed for all hardcopy submissions.

A 10% per calendar day penalty is applied on late submissions.

9/20/2016

2nd Half Session Submission

For quality control purposes on the final

report, a formal approval signed by academic

supervisor(s) to grant a permission for

submission is required. The form can be

found in APPENDIX F – SUPERVISOR’S

APPROVAL FORM in the Student Guidelines.

9/20/2016

Students enrolled in the 2nd half session:

Group Final report (65%) • Title Page

• Executive Summary

• Acknowledgement

• Table of Contents

• List of Figures

• List of Tables

• Introduction

• Literature review

• Methodology

• Project Development, Data Collection and Analysis and/or Design Details

• Results and Discussion

• Conclusions and Recommendations

• References

• Appendices (Meeting minutes must be included)

Minimum 3,000 words/student ,

weighted as 70%

Turnitin Report must be included.

50% for pass on overall mark

otherwise failed in the whole unit

Students enrolled in the 2nd half session:

Individual Management Report (5%)

• Week-by-week based Engineering Project Logbook

• Peer-review Report on teammates for the second half session

9/20/2016

Final Report Submission:

• Due date: 12.00pm, Friday of Week 14.

• Submission to XB Building Reception:

• A softcopy must be submitted via the Turnitin Submission

on the vUWS site;

• Two hardcopies of final report for each group accompanied

by Turnitin report, which will be marked by principal advisor

and co-supervisor or other assessor; and

• One hardcopy of Individual Management Report each

student should be submitted.

Assignment Cover Sheet is needed for all hardcopy submissions.

A 10% per calendar day penalty is applied on late submissions.

Questions?

A/Prof Fidelis Mashiri

Office: KW-XB.2.39; Tel: 02-47360355; E-mail: [email protected] Consultation: Every Tuesday 11:00 – 12:00

mailto:[email protected]

order resources/swrl-phase2-maps.pdf

SOUTH WEST RAIL LINK EXTENSION Public transport corridor preservation June 2015

MAPS: Southern section recommended corridor for consultation

2 SOUTH WEST RAIL LINK EXTENSION

MAPS CONTENTS

RECOMMENDED CORRIDOR FOR CONSULTATION: LEPPINGTON TO BRINGELLY 3

RECOMMENDED CORRIDOR FOR CONSULTATION: BRINGELLY TO NARELLAN 9

South West Rail Link Extension June 2015 © State of New South Wales through Transport for NSW, 2015.

Transport for NSW 18 Lee St, Chippendale NSW 2008.

Disclaimer While every reasonable effort has been made to ensure that this document is correct at the time of printing, the State of NSW, its agents and employees, disclaim any and all liability to any person in respect of anything or the consequences of anything done or omitted to be done in reliance upon the whole or any part of this document.

3SOUTH WEST RAIL LINK EXTENSION

RECOMMENDED CORRIDOR FOR CONSULTATION: LEPPINGTON TO BRINGELLY

4 SOUTH WEST RAIL LINK EXTENSION

RECOMMENDED CORRIDOR FOR CONSULTATION

NORTHERN SECTION

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6 SOUTH WEST RAIL LINK EXTENSION

SCALE 1:5000

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Bringelly Rossmore

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Narellan

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Rouse Hill

Castle

Blacktown

Parramatta

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Druitt

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Th e

N or

th er

n Ro

Ca m

de n

Va lle

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Parramatta

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8 SOUTH WEST RAIL LINK EXTENSION0

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N or

th er

n Ro

Ca m

de n

Va lle

y W ay

Th e

N or

th er

n Ro

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M31

North West Growth Centre

St Marys

Badgerys Creek

North Bringelly

Bringelly Rossmore

Oran Park

Narellan

Marsden Park Business Park

Rouse Hill

Castle

Blacktown

Parramatta

Bankstown

Hill

Mount Penrith

Druitt

South West

Broader Western Sydney Employment

Area

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order resources/TfNSW_WSRN_IndustryPaper_v07_DPC-VERS-2_v16_WCAG.pdf

Western Sydney Rail Needs Scoping Study Industry engagement briefing paper

September 2016

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September 2016 3

Contents

1 Foreword 4

2 Introduction 5

3 Invest in NSW and Western Sydney 7

4 Initial rail service options 9

5 Funding and financing 14

6 Making a submission 16

7 How the options will be assessed 19

8 Next steps 21

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper4

1 Foreword NSW has the largest state economy in Australia, boasting 23 years of uninterrupted growth and a AAA sovereign credit rating. With the state’s population forecast to grow by about two million people over the next 20 years, it’s an exciting time to invest in NSW. Nowhere are investment opportunities more evident than in Western Sydney, which will accommodate almost half the state’s population growth.

To support this growth, the Australian and NSW governments are delivering the largest capital program in the state’s history. Western Sydney will see huge benefits from this program, through major transport projects including WestConnex, the Western Sydney Infrastructure Plan, Sydney Metro and Parramatta Light Rail.

Western Sydney’s transformation will be accelerated by the development of a Western Sydney Airport, which represents a once-in-a-generation opportunity for growth. The proposed airport, which is expected to be operational by the mid-2020s, will bring aviation services closer to millions of Sydneysiders and create investment opportunities for new and existing businesses in Western Sydney.

In spite of the Australian and NSW governments’ significant transport infrastructure investments, these projects alone will not meet Western Sydney’s long- term transport needs. More transport infrastructure will be required to provide people with efficient connections to jobs, homes and services.

We need to ensure efficient transport connections are put in place across Western Sydney, to the proposed new airport and to major centres including Parramatta and the CBD. We also need to ensure sufficient capacity is available on major corridors across the network.

As the most efficient mass transit system, rail will play an increasingly important role in Western Sydney’s future. However, given Western Sydney’s large geographical area and finite government budgets, we need to make careful decisions about where rail is needed most, how it can facilitate the economic development of the city, how it can be funded and when it should be delivered.

This is why the Australian and NSW governments are working together on the Western Sydney Rail Needs Scoping Study (the Scoping Study). The Scoping Study will examine the rail transport need, timing and options to service Western Sydney and the proposed Western Sydney Airport.

We have learnt through the experience of delivering major transport projects that gaining the early input, views and innovation of the private sector can deliver significant benefits. There is a great opportunity through early engagement to improve outcomes for the community, the private sector and government.

To achieve an informed discussion, the Australian and NSW governments have identified an initial set of rail service options that respond to the key challenge to provide connectivity and capacity across the region. We will bring industry and the community into the conversation early in the process, to ensure that you have a say in Western Sydney’s future transport network.

This is an opportunity to share your ideas and help shape rail strategy for Western Sydney. To have your say, we invite you to read this industry engagement briefing paper and the discussion paper and encourage you to make a submission. We want to hear from you so we can make Western Sydney a better place to live, visit and do business.

The City Deal for Western Sydney The Commonwealth, New South Wales State Government and local governments are partnering in a plan for jobs, housing and improved transport in Western Sydney.

The Western Sydney Airport and the $3.6 billion Western Sydney Infrastructure Plan have extraordinary transformative potential for the region that will only be realised through better collaboration. The Western Sydney City Deal will capitalise on these major investments, linking planning, reform and infrastructure across all three

levels of government to drive economic growth and improve liveability.

A rail link to the Western Sydney Airport will connect businesses to the world and each other, people to jobs, strengthen regional economic centres and activate new housing and employment lands. In assessing rail options outlined in this paper, governments will consider the extent that options maximise land use and transport opportunities, and drive the broader objectives of the Western Sydney City Deal.

September 2016 5

2 Introduction

About the Western Sydney Rail Needs Scoping Study The Australian and NSW governments are undertaking a Scoping Study to better understand the need, timing and service options for rail investment to support Western Sydney and the proposed Western Sydney Airport.

This study will assess if and how rail could be operational at the proposed Western Sydney Airport when it opens or, if not, how soon afterwards. It will also examine whether rail serving other parts of Western Sydney is a higher priority and needs to be delivered prior to an airport rail service.

We want to hear your views on the initial set of rail service options we have identified for Western Sydney and the proposed airport, as well as a range of funding approaches. We also want to know if there are other rail service options or funding approaches we should consider.

The outcome of this study will be a list of preferred rail options that will be recommended for further investigation through detailed technical analysis. The key milestones in the Scoping Study are outlined in Figure 1. Ultimately, the outputs from this study will form part of the work that informs the NSW Government’s updated Long Term Transport Master Plan, and support the Greater Sydney Commission’s District Plans.

The terms of reference for the Scoping Study are available at westernsydneyrail.transport.nsw.gov.au

About the industry paper This paper has been developed to brief industry and potential investors about the Scoping Study and to encourage them to be a part of the conversation. It provides an overview of:

• The initial rail service options under consideration

• The funding and financing options under consideration

• How industry and investors can make a submission.

The industry engagement briefing paper is a companion document to the Western Sydney Rail Needs Scoping Study discussion paper (the discussion paper), which presents a more detailed analysis of the opportunities and challenges being addressed by the Scoping Study. We encourage you to read both the industry engagement briefing paper and the discussion paper before you make a submission. These documents are available at westernsydneyrail.transport.nsw.gov.au

NOTE: As the Australian and NSW governments are yet to make any funding commitments beyond the Scoping Study itself, we are not currently soliciting industry bids on any projects or expressions of interest regarding procurement opportunities.

Figure 1 Scoping Study process

Study announced – November 2015

Establish objectives of the Scoping Study

Develop assessment criteria

Identify initial list of options

Community, stakeholder and industry consultation

WE ARE HERE

Review community feedback and assess rail options against government objectives

Identify preferred options short list

Final report provided to both governments for their consideration

http://westernsydneyrail.transport.nsw.gov.au

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper6

Why we want to hear from industry We encourage industry and investors to have their say on the Scoping Study so we can consider their views and interests early in planning for rail services in Western Sydney.

We want to hear your ideas on:

• How the private sector can collaborate with government to fund and finance rail solutions in Western Sydney, including through value-sharing opportunities

• What alignments and rail services could attract direct rail or land development investment

• Innovative ways to enhance the network to meet Western Sydney’s transport challenges (for instance, alignments, service solutions, technology upgrades etc.).

By making a submission to the Scoping Study, industry and investors can ensure their ideas are considered by the Australian and NSW governments in the development of their long-term plans for rail infrastructure in Western Sydney. For more detail about the submission process, see section 6.

September 2016 7

3 Invest in NSW and Western Sydney NSW, which boasts 23 years of uninterrupted growth and a AAA sovereign credit rating1, has the largest state economy in Australia. The state’s stable political system, robust regulatory environment and strong government incentives make NSW a great place to do business.

Sydney is the economic engine of NSW and the nation’s gateway to the global marketplace. The city generates over $330 billion in regional domestic product each year2. Sydney is a large and culturally diverse city that is home to over four million people, and which is forecast to grow by about two million people over the next 20 years. More and more multinationals are making Sydney their regional headquarters due to its supportive business environment, skilled workforce and excellent lifestyle.

Invest in Western Sydney Nowhere is change and opportunity more evident than in Western Sydney. Already Australia’s third- largest economy, this region is expected to grow from two million to three million people over the next 20 years, which is a significantly faster rate of growth than other parts of Sydney and most other regions of Australia (see Figure 2). Western Sydney is home to a large and educated multicultural workforce, which is attracting many businesses to the region.

Western Sydney offers investment opportunities in a broad range of sectors, including manufacturing, property and business services, construction, and transport and logistics. The education and research sectors are also growing rapidly, as evidenced by the expansion of Western Sydney University’s multiple campuses and the University of Sydney’s growth in the Westmead Health and Education Precinct.

The growth and renewal of Western Sydney is being guided by the NSW Government’s metropolitan strategy A Plan for Growing Sydney. This plan will be strengthened by the Australian and NSW governments’ Western Sydney City Deal, the largest planning, investment and delivery partnership in Australia’s history.

1 By global agencies Standard & Poor’s and Moody’s.

2 D Montoya, Western Sydney: an economic profile’ 2015, Briefing Paper No 10/2015, NSW Parliamentary Research Service.

Figure 2 Projected annual population growth 2011-2051

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper8

Investments in Western Sydney’s transport infrastructure The growth and renewal of Western Sydney is underpinned by the Australian and NSW governments’ significant investments and planning for new infrastructure, including:

The Western Sydney Infrastructure Plan, which will see $3.6 billion invested over 10 years in new and upgraded roads to support integrated transport in Western Sydney and capitalise on the economic benefits of developing the proposed Western Sydney Airport at Badgerys Creek.

The Sydney Metro Northwest and the Sydney Metro City & Southwest, which will deliver more trains and faster services for customers from Rouse Hill to Bankstown via the Sydney CBD.

The Parramatta Light Rail is in planning stages for the preferred network, which combines a core CBD spine that offers connections across Greater Parramatta with branches to Strathfield via Sydney Olympic Park and to Carlingford.

South West Rail Link Extension Corridor Preservation, which will ensure a public transport corridor is preserved in Sydney’s south-west to provide a north-south connection through the South West Growth Centre and the Western Sydney Employment Area, including the Western Sydney Airport site.

The Outer Sydney Orbital is a multi-modal transport corridor, in the planning phase, which will connect the Central Coast and Illawarra regions.

The NSW Government is continuing work to preserve corridors for projects including the South West Rail Link and the Outer Sydney Orbital so it may build these transport services when required.

More information on these and other Western Sydney transport projects is provided in the discussion paper, which may be found at westernsydneyrail.transport.nsw.gov.au

http://www.westernsydneyrail.transport.nsw.gov.au

September 2016 9

4 Initial rail service options An initial set of rail options has been identified to service Western Sydney and the proposed Western Sydney Airport. The selection of these options was informed by projected customer demand and population growth and ideas presented by the community and other stakeholders in public forums. The Australian and NSW governments encourage you to provide feedback on these initial options, and to let us know if there are other rail service options we should consider.

These initial options are presented in Figure 3 according to whether these:

• Provide connectivity within Western Sydney including to the proposed airport (Options 1-6)

• Provide new or enhanced connections between the Western Sydney region and other parts of Sydney (Options A-E).

For more information about projected rail demand for Western Sydney, including the proposed airport, please see the discussion paper.

How much will these services cost to build? Although no detailed cost estimates have been prepared, it is anticipated that the most expensive option presented in this paper could cost up to about $25 billion if delivered today. The government is interested in hearing from the public and industry about innovative ways of reducing the costs of rail connections for Western Sydney and ways of funding the expenditure. See chapter 8 of the discussion paper for more detail on funding.

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper10

Figure 3 Western Sydney rail options

Western Sydney Airport (WSA) site

Extending the Sydney Metro City & Southwest

New western metro-style serviceA

Converting the T2 Airport Line between Revesby and Sydney CBD to a separate metro-style service

New higher speed tunnel linking Parramatta and the Sydney CBD

Increase capacity of existing networkD Cumberland LineT5

Carlingford LineT6

Olympic Park LineT7

North Shore, Northern and Western LineT1

Airport, Inner West and South LineT2

Bankstown LineT3

Eastern Suburbs and Illawarra LineT4

WSA to the South West Rail Link1

WSA to Sydney Metro Northwest2

WSA to Liverpool3

A north-south link: Macarthur-WSA-St Marys-Schofields

WSA to the T1 Western Line via St Marys

Direct rail express service: WSA to Parramatta

September 2016 11

Options that connect to the proposed Western Sydney Airport Below are the service options under consideration for rail in Western Sydney that include a connection to the proposed Western Sydney Airport (WSA). In line with Sydney’s Rail Future, when considering each of these options we need to understand how they will integrate with the operation of the existing network. See Table 1 for indicative journey times of these rail options from the proposed airport to the Sydney and Parramatta CBDs.

1. WSA to the South West Rail Link The simplest way to provide a train service to the proposed Western Sydney Airport would be to extend the South West Rail Link from Leppington via Bringelly to service the airport site using the double-deck suburban trains. This could provide good connections to Sydney’s south west including Campbelltown through to Liverpool and ultimately to places such as Parramatta and Sydney. This service also offers the potential to support additional developments at new stations between Leppington and the proposed Western Sydney Airport. In 2014- 15, the NSW Government conducted community consultation for the corridor preservation of the South West Rail Link extension. Feedback from this consultation will be considered as part of this study.

2. WSA to Sydney Metro Northwest A new line from the proposed Western Sydney Airport to link with the Sydney Metro Northwest could provide connections to the existing rail network at places such as St Marys and Schofields. This could also provide rail connections for housing and employment developments at intermediate locations such as the Penrith Education and Health Precinct and Marsden Park. The line could run as a separate, stand-alone, metro-style service.

3. WSA to Liverpool If the Sydney Metro City & Southwest was extended from Bankstown to Liverpool (as described in option C) then a connection could be constructed to service the proposed Western Sydney Airport. This could provide good metro connections from the airport to the Liverpool to Bankstown area, and ultimately through to the Sydney CBD. This line also offers the potential to support additional developments at new stations between the proposed Western Sydney Airport and Liverpool.

4. WSA to the T1 Western Line via St Marys

A branch of the existing T1 Western Line to the proposed Western Sydney Airport could enable suburban double-deck services to start at the airport and travel up to St Marys/Mt Druitt and then run express to Blacktown, Parramatta and Sydney. Combined with a new tunnel from Parramatta to Sydney (see option E), this line could provide a reasonably direct link from the airport to Parramatta and Sydney. This line also offers the potential to support additional developments at new stations between the proposed Western Sydney Airport and the T1 Western Line.

5. Direct rail express service: WSA to Parramatta

This option would include a direct rail express service from the proposed Western Sydney Airport to Parramatta and through to the Sydney CBD. This line would require a new tunnel as it approaches Parramatta and from Parramatta through to the Sydney CBD. This service offers the potential for the fastest service between the airport and these two major centres, but would be comparatively expensive to construct. Initial assessments indicate that such a line could achieve journey times of 15 minutes from the proposed Western Sydney Airport to Parramatta and 12 minutes from Parramatta to the Sydney CBD based on a maximum speed of 160 kilometres per hour. While such a service would provide a short travel time to the broader Sydney basin and CBD, it would not necessarily service the population who are expected to work at and use a Western Sydney Airport in the short term.

6. A north-south link: Macarthur- WSA-St Marys-Schofields

A north-south link of the T2 Inner West and South Line through to the T1 Western Line would provide north-south connectivity, and a useful connection between the proposed Western Sydney Airport and the existing rail network. As well as serving the airport, this link could open up a large part of Western Sydney for further development including Narellan, Oran Park, Bringelly, Badgerys Creek and the Penrith Education and Health Precinct. This rail service could potentially run as a stand-alone shuttle service using single-deck trains.

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper12

Table 1 Indicative journey times for WSA rail options

Option In-vehicle train time (mins)*

WSA to Parramatta WSA to CBD**

1. WSA to the South West Rail Link

52 55

2. WSA to Sydney Metro Northwest

35 57

3. WSA to Liverpool 49 64

4. WSA to the T1 Western Line via St Marys

33 48

5. WSA to Parramatta 15 27

6. A north-south link: Macarthur- WSA-St Marys-Schofields

35 55

Notes:

* In-vehicle time is the time by the fastest train service between WSA and Parramatta and Sydney CBD

** CBD is assumed to be Central Station in options 1, 2, 3 and 6, and Wynyard in options 4 and 5

September 2016 13

Options that connect Western Sydney to other areas in Sydney Below are high-level descriptions of options for new rail services offering improved connections from Western Sydney to the Sydney CBD and other parts of Metropolitan Sydney. These options do not include a connection to the proposed Western Sydney Airport. However, as indicated in Figure 3, some of these options could be combined with Western Sydney Airport options.

A. New western metro-style service This line requires a tunnel to be built between Sydney and Parramatta/Westmead with stations located every few kilometres. It could operate as a stand-alone metro-style all-stops service using high-capacity single-deck trains, with the potential to transport 40,000 extra passengers per hour. It could potentially provide journey times between Sydney and Parramatta of around 30 minutes, relieving some demand on the existing network. This could also support opportunities for new developments at places such as Olympic Park, Five Dock and The Bays Precinct.

B. Converting the T2 Airport Line between Revesby and Sydney CBD to a separate metro-style service

The line from Revesby to Sydney via the Kingsford Smith Airport could be separated from the suburban network and operated as a metro-style shuttle terminating at a new station located in the Sydney CBD. This could allow an additional 12 trains per hour on the City Circle and an additional 7,000 passengers per hour between the Leppington/Campbelltown area and Sydney. This service could also provide a train more suited to customers with luggage travelling to and from Kingsford Smith Airport.

C. Extending the Sydney Metro City & Southwest

A separate study is assessing the options for extending the Sydney Metro City & Southwest from Bankstown to Liverpool. A direct connection to the metro line could provide faster journey times between Liverpool and Sydney and could free up additional capacity on the suburban trains that travel through Liverpool. It also offers the potential to support additional developments at new stations between Bankstown and Liverpool. Feedback received from consultation on the Sydney Metro City & Southwest Bankstown to Liverpool extension will be considered as part of the Scoping Study.

D. Increasing the capacity of the existing suburban network

Introducing advanced train management systems has the potential to increase the number of trains on each line by up to 20 per cent. This will provide capacity on double-deck suburban trains for an additional 4,000- 5,000 passengers every hour per line.

E. New higher speed tunnel linking Parramatta and the Sydney CBD

This line would require a tunnel to be built between Sydney and Parramatta, with stations that could include The Bays Precinct and Olympic Park. This line could provide a quick connection between these two CBDs and could enable express services from the Blue Mountains and Western Sydney to the Sydney CBD, potentially doubling the capacity for services from Western Sydney and providing for an additional 25,000-30,000 passengers per hour.

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper14

5 Funding and financing Over the next decades, the Australian and NSW governments will face increasing budgetary pressures as the population grows and ages. Expenditure needs to be managed so that governments can continue to deliver the services the community needs and expects.

We want to ensure we make the most of any future rail investment by harnessing the ideas and opportunities of industry and investors, especially in ways that could bring forward the timing of rail investments to create economic opportunity. Rail investments have great potential to facilitate economic development around station catchments. Likewise, the right service solution could provide an outstanding opportunity for investors, deliverers and operators as well as the people of Western Sydney.

We have listed some funding and financing options, and would like to hear the views of industry and investors about these options. We also want to know if there are other options or partnership arrangements that you think we should consider.

Funding options Conventional government funding Historically, rail infrastructure in NSW has largely been funded through traditional government budget allocations. Rail must compete for finite government funding against the multiple demands for infrastructure and services from communities across the state. There is a limit to the amount of government funds available for rail infrastructure. As a result, rail projects need to be prioritised and it may not be possible or may take longer to deliver rail services through government funding alone than what is expected by the community.

User pays Investment in rail services for Western Sydney is expected to directly benefit new and existing travellers, including both commuters and airport customers. Given the expected costs of any new rail infrastructure, fares and user charges are not expected to cover the costs of construction. Fares and other direct user charges, however, could contribute to funding the operation of a service once it is built. Different types of rail services will better service some markets than others, and future customer demand will affect both the size and timing of revenue from fares.

Value sharing Investment in rail services for Western Sydney will bring benefits to multiple communities and

stakeholders, including commuters, airport travellers, landowners, property developers, and local residents and businesses. For this reason, it is important to consider who will benefit from new rail infrastructure and who can contribute to the funding of this infrastructure.

The right kind of government intervention can result in the creation of additional value or uplift for a range of beneficiaries. Value sharing describes a variety of mechanisms that enable governments to leverage future revenue streams from this uplift in value and to apply these revenues to project funding and upfront financing.

A ‘value sharing’ or ‘beneficiary pays’ approach considers how a project delivers value to different groups of beneficiaries and what mechanisms are available to enable some of this increased value to be realised as revenue streams that can contribute to project funding.

Value sharing can allow governments to invest in rail infrastructure earlier, or deliver a better project than what might be possible using government funding or user pays funding alone. Contributions should, however, be based on the principle of proportional, fair and appropriate benefit sharing.

The Scoping Study will look at the following three broad areas of value sharing opportunities:

• Revenue from increased productivity and economic activity

• Revenue from higher-value land use • Contributions from new property

development opportunities.

Financing options Projects that incorporate financing innovation, such as co-investment or partnership arrangements have the potential to enable government funds to achieve a greater impact for the community. Like the value sharing approach, this may also allow rail infrastructure to be delivered earlier than what might be possible using government funding alone.

There are a number of finance tools that allow governments access to additional investment capital, other than through increasing government debt. These include:

• Public-Private Partnerships (PPPs) • Concession agreements • Leases

• Asset sales/long-term leases.

September 2016 15

How funding and financing options will be assessed Over the coming months the Scoping Study project team will be assessing the likely benefits and impacts of each of the options identified and will be developing funding options that suit the rail transport needs for Western Sydney and the proposed airport. This includes investigation and modelling of:

• The trade-offs for different funding options

• How the different types of rail options being considered can best support or be supported by a range of funding sources

• The commercial and financial implications of the different funding options.

Understanding the role of value sharing Value sharing and other innovative measures are only one part of funding future rail infrastructure. Experience from Australia and overseas has shown that conventional funding sources will continue to play a major role in meeting the funding challenge.

On 8 December 2015, the preferred network for the Parramatta Light Rail project was announced with the core spine of the preferred network from Westmead to Camellia via Parramatta CBD, and branches to Carlingford and Sydney Olympic Park via Strathfield. The NSW Government also announced the introduction of a Special Infrastructure Contribution (SIC) Scheme to contribute funding to the Project as well as funding for road network improvements and community infrastructure.

Value sharing can help contribute to infrastructure needs by:

• Providing funding mechanisms that allow future value creation to support project financing facility

• Assisting with the overall funding task by reducing the total call on government budgets

• Promoting equitable sharing of project benefits between those who directly benefit from a project and other taxpayers

• Strengthening the link between project planning and project benefits.

Value sharing models and opportunities are context specific. For this reason, the value sharing models outlined above might not be suitable for all Western Sydney projects. It is now standard practice for both the Australian and NSW governments to consider the value sharing opportunities for all infrastructure projects. Value sharing opportunities for rail service options considered in this study will be examined on a project-by-project basis.

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper16

6 Making a submission The Australian and NSW governments want to hear from industry and investors about the initial rail options under consideration, if there are additional rail services or technology options that we should consider and how these options could be delivered, funded and financed.

This is your opportunity to have a say on the future of rail services in Western Sydney early in the planning process.

We encourage you to consider the questions listed on page 18 that are intended to prompt thinking and assist in the generation of submissions. You are also encouraged to look at the questions on page 49 of the general discussion paper.

Your input will help the Australian and NSW governments plan for the future and we welcome the opportunity to receive your feedback.

The consultation period closes on 28 October 2016.

Submission requirements To provide your feedback, we encourage you to respond to the questions and issues presented in this industry engagement briefing paper. We ask that you provide us with key information about yourself, including:

• Your name

• Email contact

• Postcode of your home, workplace and/or place of study.

Submissions should be titled ”Response to industry engagement briefing paper” and be a maximum of three pages.

You can make a submission by: Online westernsydneyrail.transport.nsw.gov.au

Email westernsydneyrail@ transport.nsw.gov.au

Write Western Sydney Rail Needs: feedback PO Box K659 Haymarket NSW 1240

While individual submissions will not be published, the final Scoping Study may outline the themes and issues raised within the comments. Individuals and organisations are free to publish their own submissions if they wish to do so.

NOTE: As the Australian and NSW governments are yet to make any funding commitments beyond the Scoping Study itself, we are not currently seeking industry bids on any projects or expressions of interest regarding procurement opportunities.

September 2016 17

Unsolicited proposals You should not submit any unsolicited proposals as part of your submission on the Scoping Study. If a private sector entity wants to submit an unsolicited proposal to the NSW Government on a specific option to which they intend to contribute funding and wish to claim intellectual property, this should occur separately through the process identified in the NSW Government’s Unsolicited Proposals: Guide for Submission and Assessment, available from www.nsw.gov.au.

Please note that any such proposals may not be considered or assessed against the needs identified in the Scoping Study until after the Scoping Study has concluded, unless ideas are also submitted in response to this paper.

Privacy Your submission, including any personal information supplied, is being collected by the Department of Infrastructure and Regional Development in accordance with the Privacy Act 1998 (Commonwealth) and by Transport for NSW in accordance with the Privacy and Personal Information Protection Act 1998 (NSW) for the purposes of informing the Scoping Study and the improvement of transport links in NSW.

The Commonwealth Department of Infrastructure and Regional Development and Transport for NSW will take all reasonable steps to ensure that your personal information is stored securely.

Your personal information will be used by these agencies and disclosed by these agencies to their advisers and other Commonwealth and NSW agencies for use in consideration of the Scoping Study and the improvement of transport links in NSW, including making contact with you about your submission.

By making a submission you consent to the collection, use and disclosure of the personal information supplied by you in the context of your submission for the above purposes.

Protecting confidentiality and intellectual property If you would like your submission and the ideas contained within to remain confidential please clearly mark your submission as Commercial-in-Confidence. This request will be respected throughout the process.

Likewise, if intellectual property is held this should be clearly marked on the submission and will be respected throughout the process.

Ideas contained within submissions may be incorporated in the Scoping Study final report in general terms.

https://www.nsw.gov.au/sites/default/files/miscellaneous/Updated-Unsolicited-Proposals-Guide-February-2014.pdf

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper18

Scoping Study questions for industry The below questions are intended to act as prompts in preparing submissions from industry. Submissions may respond to none, some or all of the questions below.

Industry-specific questions Your ideas are welcomed on:

A. What alignments, connections, station locations and rail service types may promote investment and why? Do you have ideas on what this could look like?

B. How could property investment integrate with or enhance development of rail investment in Western Sydney?

C. What types of rail services may attract industry to own, operate and/or maintain the assets and services?

D. How could the private sector contribute to the capital and/or operational funding of new rail services in Western Sydney?

E. Do you have any other ideas that can help us make rail solutions more attractive for industry and improve service outcomes?

F. Do you have any suggestions for how we should continue to engage with business about planning for rail services in Western Sydney?

September 2016 19

7 How the options will be assessed

The criteria and objectives The initial list of rail options for Western Sydney and the proposed Western Sydney Airport, plus any suggestions received during the consultation process, will be assessed using the project objectives and assessment criteria in Table 2. These project objectives were drawn from the Australian and NSW governments’ published goals for Western Sydney, including A Plan for Growing Sydney, Sydney’s Rail Future, and the draft Airport Plan for the proposed Western Sydney Airport.

Each of the rail service options will be assessed against modelling for 2036 and 2056.

Table 2 How the options will be assessed

Objective Description Assessment criteria

Customer Focus Deliver high-quality, customer-focused services that prioritise frequency, journey time and reliability

• Frequency

• Reliability

• Journey time

Connectivity & City Shaping

Develop a rail network that:

• Equitably improves access to services and opportunities

• Supports Sydney’s long-term housing needs

• Shapes the location of housing and employment to achieve more efficient development, including release of lands for housing and employment

• Connect households to services and opportunities

• Improve connections to the regional centres within the Sydney Metropolitan Region

• Promote opportunities for urban renewal

• Provides connections to Western Sydney Airport appropriate to demand

Network Capacity

Provide the capacity and flexibility required to:

• Cater for predicted demand

• Shape Sydney’s growing demand for transport

• In-vehicle capacity (the number of people who can comfortably travel in each carriage)

• Station capacity

• Train-path capacity

Environmental Sustainability

Grow the proportion of travel by sustainable modes, ease congestion and improve asset utilisation and energy efficiency

• Grow the proportion of travel by rail

• Contribute to improving the energy efficiency of the transport sector

Productivity

Contribute to and facilitate the sustainable and efficient economic development of Sydney’s metropolitan region and a Western Sydney Airport

• Reduce travel time to knowledge hubs and high-productivity centres

• Facilitate rather than hinder increased freight on rail

Social Inclusion Support Western Sydney communities through providing more transport choice and opportunities to contribute

• Increase accessibility to high-value employment and education

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper20

Objective Description Assessment criteria

Financial Sustainability

Ensure the government has the financial capacity to meet the growing demand for infrastructure and services

• Capital and whole-of-life costs, including operations and maintenance

• Ability to use value sharing as part of a comprehensive funding solution

• Impact on timing of funding being available

Delivery Risk

Modernise Sydney’s rail network in a responsible and seamless way that minimises disruptions to the travelling public

• Minimise project delivery risks

• Minimise construction impact on residents, important community facilities and open space

• Minimise operational impact during construction

Safety

All options will be designed to meet minimum safety requirements

• Ensure members of the public, passengers and employees can travel safely each day

• Safety legislation and regulation will be the baseline for all operations

September 2016 21

8 Next steps Following the consultation period, we will assess the viability of each of the rail service options to determine which have the most merit and should be recommended for more detailed investigation. We will also be assessing the funding and financing options for delivering these rail service options.

The final outcome of this assessment may be the selection of several preferred options or combinations of options that would be delivered within different time frames.

Following the consultation with industry and the community we will consider all feedback to develop preferred options for further investigation. Figure 4 outlines the key stages of the Scoping Study.

Ultimately, the outputs from this study will form part of the work that informs the NSW Government’s updated Long Term Transport Master Plan, and support the Greater Sydney Commission’s District Plans.

Figure 4 Scoping Study process

Study announced – November 2015

Establish objectives of the Scoping Study

Develop assessment criteria

Identify initial list of options

Community, stakeholder and industry consultation

WE ARE HERE

Review community feedback and assess rail options against government objectives

Identify preferred options short list

Final report provided to both governments for their consideration

Western Sydney Rail Needs Scoping Study | Industry engagement briefing paper22

This document contains important information about public transport projects in your area. If you require the services of an interpreter, please contract the Translating and Interpreting Service on 131 450 and ask them to call Transport for NSW on (02) 9200 0200. The interpreter will then assist you with translation.

ISBN 978-1-925507-71-3

Ownership of intellectual property rights in this Discussion Paper Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this industry engagement briefing paper is owned by the Commonwealth of Australia (referred to below as the Commonwealth) and the State of New South Wales as the joint copyright owners.

Creative Commons licence With the exception of (a) the Coat of Arms; and (b) any third party material, and where otherwise stated, copyright in the industry engagement briefing paper is licensed under a Creative Commons Attribution – NonCommercial – NoDerivs 3.0 Australia Licence.

Creative Commons Attribution – NonCommercial – NoDerivs 3.0 Australia Licence is a standard form licence agreement that allows you to copy and redistribute this publication in its entirety for non-commercial purposes provided that you also attribute the work to the Commonwealth and State, and abide by the other licence terms. This licence does not allow you to edit, modify or adapt the work.

A summary of the licence terms is available from creativecommons.org/licenses/by-nc-nd/3.0/au/.

The full licence terms are available from creativecommons.org/licenses/by-nc-nd/3.0/au/legalcode.

Nothing in these licence terms is intended to reduce, limit or restrict any uses free from copyright or rights arising from limitations or exceptions under copyright law.

This publication should be attributed in the following way: © Commonwealth of Australia, State of New South Wales 2016 All other rights are reserved, including in relation to any relevant departmental logos or trade marks.

Use of the Coat of Arms The Department of the Prime Minister and Cabinet sets the terms under which the Coat of Arms is used.

Please refer to the Department’s Commonwealth Coat of Arms – Information and Guidelines

http://www.dpmc.gov.au/pmc/publication/commonwealth-coat- arms-information-and-guidelines.

Disclaimer This industry engagement briefing paper has been prepared for the purposes of communicating the work underway for the Scoping Study and for inviting public comment. While all care has been taken in preparing this industry engagement briefing paper, it is based on certain information including forecasts and assumptions. This information should not be used or relied upon for any purpose by any person. The maps, plans and timeframes contained within this industry engagement briefing paper are indicative only and are likely to change in any subsequent Scoping Study. The Commonwealth, the State of New South Wales, their contractors and the respective data custodians make no representations or warranties as to the contents or accuracy or completeness of the data, maps, statements or other information (including from third party sources) contained in this industry engagement briefing paper. To the extent permitted by law, the Commonwealth, the State of New South Wales, their contractors and the respective data custodians disclaims any and all liability whatsoever arising directly or indirectly to any person or organisation in respect of anything done, or omitted to be done, or directly or indirectly from any use of or reliance on the data, maps, statement or other information contained in this industry engagement briefing paper.

To the extent permitted by law users of this industry engagement briefing paper release the Commonwealth, the State of New South Wales, their contractors and the respective data custodians from any and all liability (including for negligence) arising directly or indirectly from any use of, or reliance on, the data, maps, statement or other information contained in this industry engagement briefing paper, by themselves or any other party.

_GoBack
8 Next steps
7 �How the options will be assessed
6 Making a submission
4 Initial rail service options
3 Invest in NSW and Western Sydney
2 Introduction
1 Foreword
5 Funding and financing

order resources/v106n12p793.pdf

J o u r n a l

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Introduction

The design, construction and maintenance of underground railway tracks, to date, in the mining industry in South Africa have been carried out on an ad hoc basis without proper standards and guidance, while existing standards have generally not been complied with. Tracks underground are, therefore, generally in poor condition due to incorrect design and construction procedures and very little maintenance planning.

This is mainly due to the fact that the transportation of freight and/or passengers is not the mining industry’s core business, compared to, for example, a railroad company. Spoornet and Metro staff are usually put through various training workshops and courses as part of their employment to appreciate the importance of track design and maintenance. This is not the case in the mining environment. The two most important issues relating to poor underground railway

track conditions are that it is a major contributor to railbound transport accidents in the underground mining environment and it leads to speed restrictions and affects main production.

LIife cycle costing of a railway track

The life cycle of a railway track is grouped into four major phases:

➤ Planning phase ➤ Design phase ➤ Construction phase ➤ Operational and maintenance phase.

Proper infrastructure maintenance management is important as the maintenance of fixed railway infrastructure typically results in up to 70% of the total cost of the life cycle of infrastructure assets. This is illustrated by a hypothetical situation shown in Figure 1.

Figure 1 shows the level of influence through each phase of decisions on the total cost of the life of an infrastructure asset. The horizontal bar chart portion of Figure 1 indicates a typical time frame for the different phases over the life of the infrastructure asset, while the upper part shows plots of increasing cost (dashed line) and decreasing influence (solid line) over the life of the infrastructure asset.

It can be concluded that expenditures made during the planning, design and construction phases are relatively small compared to the total life cycle cost of the asset. However, the decisions made during these early phases (planning, design and construction) have

Construction and maintenance of underground railway tracks to safety standard of SANS: 0339 by F.J. Heyns*

Synopsis

To date, the construction and maintenance of underground railway tracks in the mining industry in South Africa have been done on an ad hoc basis without proper standards and guidance. The Mine Health and Safety Inspectorate recently issued a requirement to all underground mines to compile a ‘Code of Practice (COP) for Underground Railbound and Transport Equipment’.

The paper briefly illustrates the life cycle costing of railway tracks and the importance of defining and measuring the track geometry of an underground railway system. The importance of maintenance on an underground railway track system is illustrated and typical underground railway track maintenance activities are listed.

Underground railway track construction methods and quality have a significant effect on ultimate railway track quality. Many of the underground railway track geometric deficiencies occurring are built into the track during construction. A construction method should be adopted to ensure the best track geometry results. A summary of some of the most important incorrect construction procedures currently used at some of the mines is listed.

Metallurgy, 2006. SA ISSN 0038–223X/3.00 + 0.00. This paper was first published at the SAIMM Conference, Mining Achievements, Records and Benchmarks, 13–15 September 2006..

793The Journal of The Southern African Institute of Mining and Metallurgy VOLUME 106 NON-REFEREED PAPER DECEMBER 2006 ▲

Construction and maintenance of underground railway tracks

comprehensive consequences for expenditures later in the life of the asset. In the surface railway environment infrastructure costs typically vary between 20% and 30% of operating cost, depending on the annual capital investment.

Track geometry

The railway tracks, and more specifically the rails, are used to guide the train wheels evenly and continuously along a profile. This track geometry refers to the track profile in ‘space’. The track profile is defined in space by a vertical profile, horizontal plane, and by a transverse vertical profile as shown in Figure 2.

Track geometry measurements on surface railroads are usually made through a self-propelled track geometry track-

recording car. Various railroads have different standards for the various measurements and the frequency of running these track-recording cars. The primary purpose of track geometry measurements on existing track is to do a condition measurement of the track and to ensure that the safe geometry tolerances of the track classifications are met. Hence, workplaces are identified along the track that require realignment by tamping.

Geometry measurements in the underground mining environment are currently limited to survey points on the rail and ad hoc gauge measurements. In SANS 0339:2000 various maximum permissible deviations from the track design values are listed. Track geometry measurements help to ensure that the following are achieved:

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794 DECEMBER 2006 VOLUME 106 NON-REFEREED PAPER The Journal of The Southern African Institute of Mining and Metallurgy

Figure 1—Influence of different phases on the total life cycle cost (adapted from Haas et al.)

Figure 2:—Track geometry parameters (after Ref. 1)

Alignment

Parabolic shapes and straight section Vertical profile

Longitudinal vertical plane

Longitudinal vertical plane Transverse vertical plane

Horizontal plane

Circular sections, straight sections and transition curves

100%

50%

L ev

el o

f in

fl u

en ce

100%

50%

C u

m u

la ti

ve t

o ta

l c o

➤ The safe geometry tolerances of the track classifi- cations are met (defined in SANS 0339:2000) and therefore reduce the risk of derailments

➤ Identify work places for the maintenance crew ➤ Allows for cost-effective maintenance of the track since

areas that do not require geometrical alteration are not worked in.

Various handheld push devices are also available for measuring various parameters of track geometry. Of these the track quality measurement (TQM) is the most sophis- ticated and advanced (see Figure 3). Handheld push devices measure unloaded track profile whereas a heavy self- propelled geometry car measures the loaded profile. The TQM is ideal for underground geometry measurements since it can easily be assembled/disassembled underground. The TQM collects the following parameters every 10 cm along the track at a rate of 5 km/h:

➤ Distance (km) ➤ Horizontal versine (mm) ➤ Vertical versine (mm) ➤ Gauge (mm) ➤ Twist (mm) ➤ Super elevation (mm) ➤ Longitudinal level (mm).

Maintenance

Due to repeated loading from traffic, the track progressively moves vertically and laterally from the desired geometry. This deviation is irregular, and riding quality decreases as dynamic loads increase. Figure 4 shows two track deterio- ration trends for a typical problem section of track. The solid line plot shows the track roughness increase with managed maintenance input and the dotted line without maintenance input. The following conclusions can be made about the track performance:

➤ The original as-built functional condition cannot be regained by typical maintenance input.

➤ The best possible condition that can be obtained at a

given time declines with traffic and maintenance cycles.

➤ Time between maintenance cycles decreases with increased traffic and maintenance cycles.

If the track is allowed to deteriorate without input to reduce the functional deterioration rate, the weakest component will determine the life of the track. The full potential of the various components will not be utilized because most of the components will start to deteriorate at an accelerated rate due to bad performance of weak components. The track will deteriorate to the minimum acceptable condition and reconstruction of the track will be required at an early stage. The maintenance intervention levels thus assist maintainers to prolong the life of the assets and ensure that optimum levels of safety, availability and performance are achieved.

Varies maintenance tactics can be applied in maintaining a track. Some of these include:

➤ Run to failure ➤ Ad hoc maintenance ➤ Schedule component replacement ➤ Preventative maintenance ➤ Condition based maintenance.

The primary purpose of a track maintenance management system is to help a condition-based maintenance tactic or a preventative maintenance tactic to be employed. A track maintenance management system needs to be tailored based on specific needs. Depending on the length and type/class of track to be maintained, the maintenance management system can entail a simple Microsoft Access database with a few linked queries or can be an involved system linked to the company’s central financial system.

A viewer capable of interrelating and displaying the data in the database in linear format is an essential element in the maintenance management system. The viewer acts as an analysing tool for various maintenance engineering tasks. Data that can/should be displayed in the viewer includes:

➤ Asset inventory (track layout) ➤ Traffic data

Construction and maintenance of underground railway tracks J o u r n a l

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795The Journal of The Southern African Institute of Mining and Metallurgy VOLUME 106 NON-REFEREED PAPER DECEMBER 2006 ▲

Figure 3—Track quality measurements (TQM)

Construction and maintenance of underground railway tracks

➤ Track maintenance inputs (such as tamping, drainages restoration/cleaning, component replacements, etc.)

➤ Track geometry measurements (including exception) ➤ Track inspection records (list of defects for example,

rail, rail joints, sleeper, fasteners, drainage, etc.) ➤ Cost information.

An example of database viewer to interrelate data is shown in Figure 5.

Typical underground railway track maintenance activities are listed in Table I.

Construction of new track

Construction methods and the quality have a significant

effect on track quality. Many of the geometric deficiencies that are built into the track during construction are difficult to change after construction, for example with tamping. A construction method should be adopted to ensure the best track geometry results. Table II summarizes some of the most important incorrect construction procedures currently used at some of the mines.

Summary and conclusions

Underground tracks in South Africa are generally in very poor condition due to incorrect design and construction procedures and very little maintenance planning. Poor track conditions are a major contributor to railbound transport accidents in the underground mining environment.

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796 DECEMBER 2006 VOLUME 106 NON-REFEREED PAPER The Journal of The Southern African Institute of Mining and Metallurgy

Figure 5—Example of a database viewer to interrelate data

Figure 4—Hypothetical track deterioration rates with and without maintenance input

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Table I

Typical underground railway track maintenance activities

Item/activity Typical procedure

Correct track geometry: general • Measure off-set with a 2 m string and compare to standard • Slew the track straight by using Qwalas • Insert rail jacks and lift track to required elevation • Rearrange the upper portion of the ballast layer to fill voids under the sleeper (if run of mine is smaller size, stones of

about 25 mm can be used to the surface underneath the sleepers to adjust the track geometry and to fill the voids underneath the sleeper)

• Check that all fastenings are correctly installed • Re-measure off-set with a 2 m string and compare to standard

Correct track geometry: curves • An off-set is required on a curved track • Measure off-set with a 2 m string and compare to standard • Jim-craw rail to allowable off-set after loosening the Pandral clips • Remeasure off-sets to check compliance with design standard • Fasten rails to sleepers • If sleepers were disturbed, pack with beater picks • Ensure that all gauge widening plates are correctly installed on the inside of rails to ensure a 6.0 mm gauge widening

through the circular portion of the curve

Joints • Check for loose bolts and nuts and fasten • Ensure that fish plates are correctly installed—not upside down and all holes matching that of the rails • Check that no dip joints exist to the criteria above • Check for battered joint ends where adjacent rails mismatches (to the criteria above) • Check joint gaps to the criteria above

Switches • Clear any obstructions restricting switch blades from functioning properly • Check switch blades for wear, straightness and whether they close properly when activated • Check joint gaps and if any vertical misalignments has occurred at joints • Check crossing nose for wear • Ensure that the tumbler as such functions correctly • Check heel blocks, bolts and nuts and tighten or replace if necessary

Sleepers • Check sleeper spacing against criteria • Check for broken or cracked sleepers and replacing if required

Drains • Ensure drains are clean to cope with run-off of water • Repair alignment where necessary • Replace broken drain section if required

Fastening systems • Check missing or loose fastening systems • Replace or tighten if required

Table II

Summary of some incorrect construction procedures

Item Incorrect procedure Problem caused Correct procedure

Rail bending Proper procedures is not followed Will cause an uneven Rail bending should designed for each curve and for curves ‘kink’ in rail properly and evenly executed

Gauge widening No gauge widening on curves Tight gauges result Use proper gauge widening techniques are used in flange wear around curves

Joint support Beams or in situ concrete is used The dynamic forces on the track Proper ballasting with two sleepers on either under the rail joint system will increase side of the joint

Ballast/‘run of No grading specified for the ballast Track settle unevenly If ballast is used it should have a nominal size 37 mm mine’ gradings or ‘run of mine’ Proper super-elevation (grading envelope 20 mm to 55 mm)

cannot be achieved If ‘run of mine’ is used the biggest stone should Track will not be level be smaller than 1/3 of the distance from the

footwall to bottom of sleeper

Ballast/‘run of No compaction specified Proper super-elevation Compact ballast cannot be achieved

mine’ compaction Track will not be level

Drainage: No cross slope defined Result will be VERY POOR drainage Level formation with 1:30 slope towards drain cross slope on formation level

Drainage: The side drain is often too high Access water from the track substructure Design drain on proper level side drain relative to the track will not accumulate in the drain

Drainage: No or inadequate dewatering system Result will be VERY POOR drainage A dewatering system must be installed dewatering system with pumps at least every 250 m

Construction and maintenance of underground railway tracks

Currently, very little to no underground geometry measurements are taken. Track geometry measurements can be used effectively to measure track underground condition and to ensure that the safe geometry track tolerances are met. In addition, track geometry measurements also help identify workplaces along the track that require realignment by tamping.

Geometry measurements can be fed into a track maintenance management system to help a condition-based maintenance tactic or a preventative maintenance tactic to be employed. The track maintenance management system can act as an analysing tool for various railway maintenance engineering tasks.

References

1. Guideline for the Compilation of a Mandatory Code of Practice for

Underground Railbound Transport Equipment, August 2003.

2. HEYNS, F.J. Underground Railway Track Geometry Measurements for

Maintaining Track to the Safe Standard Of SANS: 0339. Railway Safety

Africa 2004, Rosebank. 2004.

3. Course Notes—Introduction to Multi Disciplinary Concepts in Railway

Engineering (2005). Presented by various guest lecturers at the University

of Pretoria, Department of Civil Engineering and

SPOORNET. ◆

▲

798 DECEMBER 2006 VOLUME 106 NON-REFEREED PAPER The Journal of The Southern African Institute of Mining and Metallurgy

order resources/WesternSydneyRailNeedsStudySubmission.pdf

Our reference: 7351536

Contact: Craig Butler

Telephone: 4732 7635

1 November 2016 Western Sydney Rail Needs Scoping Study: Feedback Transport for NSW PO Box K659 HAYMARKET NSW 1240 [email protected]

Dear Project Team

The transformative potential of North-South Rail for Western Sydney We welcome the exhibition of the Western Sydney Rail Needs Scoping Study for public consideration and comment. Our submission is attached. In framing the submission, we have had most regard for how the various rail options could fundamentally improve the economic productivity and the liveability of the western Sydney region. We also draw from a deep understanding of both the needs and opportunities that exist in Western Sydney. Council’s position is that:

1. Immediate steps be taken to reserve a rail corridor from the metro north-west at Cudgegong Road to Campbelltown Station via Western Sydney Airport.

2. This corridor proceed to construction so that it is operational by the commencement of passenger services at Western Sydney Airport.

It is without doubt that Western Sydney needs a vastly improved rail network. Each of the options 1, 2, 3, 4 and 6 have merit. Option 5 may be needed but not until several decades after commencement of the airport. Options A to E see Western Sydney’s rail needs met by Eastern Sydney located projects. However, Option 6 is clearly distinguishable from all other options. It is the only option which truly responds to the absolute imperative for structuring of the north- south outer metropolitan growth arc around passenger rail. This would be City and Regional shaping, and substantially enhance the economic, social and environmental performance of this planned high growth corridor. It provides the best opportunity for the benefits of a Western Sydney Airport to exceed the impacts – which is critical for public support for this major project. As outlined in our submission Option 6 is the only option that will:

 Create a new connected 30-minute outer metropolitan growth city

 Add $44.7 billion to the economy (from 2024 – 2040) reaching $3.6 billion per year by 2040

 Support and improve access between the Growth Centres, the Western Sydney Priority Growth Area (including the proposed Western Sydney Airport) and the Regional City Centres of Penrith, Liverpool and Campbelltown

mailto:[email protected]

 Provide an unrivalled catalyst for employment, innovation and economic growth in the region to deliver the jobs of tomorrow

 Integrate with current rail plans to form an orbital network, supporting the existing east-west corridor with Penrith as the gateway between Sydney and the Central West

 Reduce the >90% reliance on motor vehicle for journeys to work in Western Sydney, significantly reduce commuting times and improve quality of life

Analysis by Deloitte and Arup (titled A network of opportunity – Western Sydney Rail) on behalf of Western Sydney Rail Alliance, of which Council is a member, is the central feature of our submission. It is included as attachment 1. Attachment 2 describes other particular key matters that Penrith Council makes in its submission in addition to the attachment 1 document A network of opportunity – Western Sydney Rail. We would welcome any opportunity to work collaboratively with appropriate State and Federal Government agencies, other local councils and key stakeholders on this critical project. Council also requests that the final Study be made publicly available, upon completion. If you would like to discuss any aspect of Council’s submission, please contact Council’s Assistant General Manager, Craig Butler, on (02) 4732 7716 or at [email protected]. Yours sincerely

Alan Stoneham General Manager Encl. Attachment 1 – A network of opportunity – Western Sydney Rail, Deloitte &

Arup (October 2016) for the Western Sydney Rail Alliance submission

Attachment 2 – Penrith City Council submission comments additional to A

network of opportunity – Western Sydney Rail

mailto:[email protected]

Attachment 1:

Western Sydney Rail Alliance – Deloitte & Arup report

A network of opportunity – Western Sydney Rail

A network of opportunity | Western Sydney Rail

About the Western Sydney Rail Alliance

The Western Sydney Rail Alliance was formed in late 2015 to advocate for an integrated transport and planning solution that addresses the rapid development of Sydney’s north-west and south-west growth areas and Western Sydney Employment Area along Sydney’s Innovation corridor.

The group, comprising landowners, local councils, and advocacy groups, the Western Sydney Leadership Dialogue and Committee for Sydney, has commissioned consultants Deloitte and Arup to investigate a rail solution that is aimed at boosting town centre densities, addressing metropolitan housing affordability, improving connectivity across Western Sydney, supporting local employment generation and maximising the opportunities that Badgerys Creek Airport will deliver.

This report complements last year’s Innovation Corridor Discussion Paper, released by Western Sydney University, which identified the need for an ‘orbital’ transport strategy that links the region’s growth areas and can facilitate economic and education opportunities.

Western Sydney Rail Alliance Members: Campbelltown City

Council, Liverpool City Council, Penrith City Council, Celestino,

Medich Corporation, Defence Housing Australia, Ingham

Property, Lendlease, Perich Group, Sydney Business Park,

The Committee for Sydney, Twin Creeks Golf & Country Club,

University of Sydney, Western Sydney Leadership Dialogue.

A network of opportunity | Western Sydney Rail

08 The Western Sydney Growth Corridor The ambition as developed by the Western Sydney Rail Alliance for an integrated transport and planning solution.

10 Western Sydney Now The current challenges facing Western Sydney that should be addressed by the north-south rail link

20 Western Sydney’s Future The opportunity for Western Sydney with a north-south rail link.

28 Why Rail? Provides a summary of the broad benefits that could be realised from the construction of a rail system connecting the nodes.

36 Funding rail by value cooperation Outlines a mechanism to incentivise development investment through cooperation.

Global Remuneration Professional $47,937

Employment 334,220 jobs

Population 973,000 people

A network of opportunity | Western Sydney Rail

A network of opportunity | Western Sydney RailA network of opportunity | Western Sydney Rail

A network of opportunity A rail connection along the Western Sydney Growth Corridor is the catalyst that will drive the jobs of tomorrow and, when integrated with current metro and heavy rail and light rail plans, will form a complete orbital network. North- south rail will: • Support high growth cities like Liverpool,

Campbelltown and Penrith • Connect growth areas with the Western

Sydney Airport and Western Sydney Employment Area

• Connect disadvantaged areas to employment centres, education and community services to drive transformation

• Create up to five new town centres • Connect skilled labour with local jobs • Induce further investment into the

region including aviation, agribusiness, manufacturing, retail, transport and technology industries

• Reduce the need for residents to travel east for employment opportunities, reduce congestion, improve travel times, increase productivity and improve quality of life.

A network of opportunity | Western Sydney Rail

Sydney will almost double in size by 2056 with the majority of that growth taking place

in Western Sydney. More people will be living West of Parramatta at mid-century than East of it, as the demographic balance of Sydney shifts decisively away from the current CBD and the coastline.

The challenge will be to ensure that the significant jobs gap currently found in the region is addressed not merely to provide new opportunities in the West but also to improve Sydney’s overall productivity and performance.

To do this will require game changing, city shaping infrastructure investment that exploits current economic opportunities but crucially connects to emerging ones to create

a new economic as well as residential geography for Sydney.

In our view that geography is the north south corridor of opportunity in outer Western Sydney running from Rouse Hill through Blacktown, Penrith and on to Liverpool, Camden and Campbelltown.

Rail infrastructure will unlock the potential of the corridor and deliver opportunities for communities that have been viewed as at the edge, but are increasingly at the heart of Sydney’s future. Sydney needs a new north south strategic rail connection to realise the economic potential of growing communities and serve the new airport as part of a transformed Sydney network – and a rebalanced city. The level of current road and rail connectivity across the outer

$38.7b Gross Regional

Product

335,000 Local jobs

973,000 People

88% dependency on car travel for journey to work

corridor stretches over 60km

Executive summary

Currently 300,000 people leave

Western Sydney for employment each day

4 million home to over

people

Sydney will be Western

Western Sydney Growth Corridor in 2016:

A network of opportunity | Western Sydney Rail

This unique proposal is backed by a coalition whose very purpose and ability is to bring the assets, powers, skills and community leadership they embody together. Western Sydney region prevents the efficient movement of people and goods, isolates commercial activity, reduces workforce participation and disincentivises investment in emerging industries.

Development and infrastructure decisions made for the region will determine if economic opportunities are fully realised and are inclusive. As the region grows, a prolonged absence of north south connectivity will mean that the majority of

residents in Western Sydney will continue to travel east for employment due to the gap between Western Sydney residents and jobs. That movement will further increase pressure on already congested transport corridors.

Decentralising jobs and making the 30 minute city a reality for Western Sydney will improve liveability and provide access to a diversity of employment opportunities closer to where people live.

The Western Sydney city deal should set out the specific investments and reforms needed to unlock business and industry development and ensure community wellbeing.

The Western Sydney Growth Corridor could be an exemplar of the cooperative value creation approach, which by design necessitates integrated land use and transport planning to meet community expecations.

The Western Sydney Growth Corridor will

generate an additional $44.7b in economic output from 2024 to

2040 with rail.

A network of opportunity | Western Sydney Rail

The development of the North and South West Rail Links is the start of a more comprehensive transit network that subject to community support needs to include connections that support high-growth cities like Liverpool, Campbelltown and Penrith, and the Western Sydney Airport and Western Sydney Employment Area.

The corridor will connect the surging growth in the North West with the emerging growth region of South West Sydney. It will enable specialist centres (both existing and proposed) to grow and mature but more importantly realise the benefits of a networked ecosystem.

The corridor is 60 kms in length — 3 times the distance between Sydney and Parramatta. It is currently

a mixture of residential sprawl, paddocks, small scale town centres, business centres and university campuses. If the region is going to thrive and become a 30 minute city to 2 million residents, it needs a transport and land use mix that enables efficient movement of people and goods.

Travel in the corridor is dominated by private vehicles with average commute times north to south between 45 and 70 minutes without traffic. To travel from Marsden Park, Riverstone or Mt Druitt south to Camden or Campbelltown by public transport takes at present upward of 1.5 hours each way. Unless ease of movement is addressed, the region’s economic prosperity will remain unfulfilled.

To ensure sustainable and equitable growth, the Western Sydney Rail Alliance has developed a collective ambition for an integrated transport and land use planning framework that addresses the rapid development of Sydney’s north- west and south-west growth areas by connecting them with public transport through existing and proposed health, education, transport, science, manufacturing, agriculture, hospitality and cultural activity centres.

The Western Sydney Growth Corridor

A network of opportunity | Western Sydney Rail

Key transport interchange

Regional health network

Existing rail network Health sector opportunities Education and research focus

Emerging employment centre

Mixed use community

A network of opportunity | Western Sydney Rail

Western Sydney now Key centres in the five LGAs are developing. There is a planning framework encouraging growth in the corridor focussed on the North West and South West Growth Centres, strategic centres and the Western Sydney Employment Area adjacent to Western Sydney Airport. The corridor largely remains undeveloped.

A lack of certainty in rail investment means that the existing jobs and activity centres are dislocated from population growth centres in the region.

Roads connecting the centres of employment in Western Sydney are congested, affecting private and bus transport, while heavy rail commutes are indirect and require interchange.

In the absence of new orbital transport infrastructure, this is not expected to change and the job deficit of Western Sydney will continue to grow as will the mass jobs migration to the east. Currently 300,000 workers travel to other parts of the city for jobs every day according to the Department of Planning and Environment. This drain is likely to be exacerbated when an increased number of tertiary and post-graduate qualified Western Sydney workers exceed the growth of local knowledge based jobs as observed by the Western Sydney University in their study ‘Addressing

Western Sydney’s Job Slide’ (2016).

Like other fringe areas in cities across the globe, the Western Sydney Growth Corridor is highly car dependent. As urban sprawl has continued, dependence on private transport has increased even further, leading to congestion and lost productivity with some worker trips into and out of the Sydney CBD taking 2 hours each way.

By way of example, workers, businesses and visitors at the Sydney Business Park in the northern part of the corridor are heavily reliant on the road network to access the business park, with limited public transport options available. While road use is crucial for key freight and logistics purposes (reflective of the sophisticated road network in place around the Sydney Business Park including the M7, Richmond Road and internal road network), the

80% of workers commuting by car are faced with significant congestion issues as the region continues to grow.

Given the expanse of the corridor, at 150,000 hectares, compared with other global cities the connectivity is severely limited and largely directed towards the east, based on Sydney’s radial network.

With expected population growth, federal and state government investment in Western Sydney Airport and a Western Sydney City Deal, effective land use and transport integration is required to ensure growth and investment outcomes in the corridor.

A network of opportunity | Western Sydney Rail

FIGURE 13: Connecting Western Sydney’s population growth to jobs

GOAL ONE: SYDNEY’S COMPETITIVE ECONOMY

FIGURE 13: Connecting Western Sydney’s population growth to jobs

GOAL ONE: SYDNEY’S COMPETITIVE ECONOMY

Connecting Western Sydney’s population to jobs (Source: “A Plan for Growing Sydney”)

The corridor’s five LGAs span 150,000 hectares, which is approximately the same size as Greater London.

A network of opportunity | Western Sydney Rail

30 minute public transport access to jobs

Western Sydney is primarily reliant upon road based transport connections. Public transport is focussed on east west radial rail corridors, however the frequency of services is low outside of the peak hours. Two bus transit ways provide dedicated, frequent bus services from Parramatta to Rouse Hill and Liverpool. As a result of the transport provision and land use patterns, access in the area is primarily facilitated by car travel accounting for about 90% of all travel (refer to table on page 13).

The number of job opportunities that can be reached by car often

significantly exceeds those reachable by public transport, walking or cycling. Western Sydney’s imbalance between jobs and employment — less than 0.75 jobs for every worker in the region — means that people need to travel longer distances to get to work or to access other essential services.

Comparatively, Sydney’s Central District has more than 1.75 jobs for every resident worker, which results in shorter commutes and overall shorter distances travelled throughout the day.

The concentration of jobs in Eastern Sydney means that Sydney’s west has significantly lower numbers of jobs that can be reached within a

reasonable travel time. Just 1-2% of Sydney’s knowledge intensive jobs are reachable within a 30 minute public transport trip of Penrith — an area with some of the best jobs access in Western Sydney. Locations such as the Eastern Suburbs, Lower North Shore and Inner West have access to nearly 10% of Sydney’s knowledge intensive jobs within a 30 minute public transport trip. These locations have much stronger public transport links with faster and more frequent connections between where people live and work.

A network of opportunity | Western Sydney Rail

Journey to work using car (driver and passenger, ABS 2011)

Travel between some locations is fully weighted towards private vehicle use such as Camden to Penrith, reflecting limited public transport and other alternative options. Without action, the forecast growth in the corridor will exacerbate the congestion already experienced.

BTS Data (2011) confirms that connectivity between the nodes along the Western Sydney Growth Corridor is extensively weighted towards car dependence with 88%

of all residents use cars to get to work. The 30 minute city is where people can comfortably access their daily needs within a one hour travel budget – ideally by walking, using a bicycle and catching public transport. Fundamental to delivery of the 30 minute city are urban rail networks, urban density and integrated land use planning.

The concept aims to ensure that communities and businesses have access to the skills they

need to successfully participate and compete in the transition to an economy based on services, knowledge and innovation. Places and neighbourhoods with cafes, bars and restaurants and other services close to jobs, research or educational facilities have a premium in the knowledge economy – because they are where the collision of ideas and talent at the heart of modern business innovation takes place.

Outer Western Sydney can provide this amenity including parklands, hospitals, schools, sports grounds, business parks and community services. Currently what is there is poorly connected to residential areas.

The following pages provide a perspective on Western Sydney’s people, jobs, workers and the industry sectors that are growing in Western Sydney.

Origin > Destination

Blacktown Penrith Liverpool Campbelltown Camden Wollondilly Total

Blacktown 85% 87% 91% 92% 98% 85% 86%

Penrith 92% 89% 95% 96% 95% 93% 90%

Liverpool 95% 94% 83% 92% 96% 94% 86%

Campbelltown 94% 94% 90% 87% 95% 92% 88%

Camden 99% 100% 96% 95% 90% 97% 94%

Wollondilly 97% 95% 94% 94% 96% 89% 93%

Total 88% 89% 87% 89% 93% 91% 88%

The average family from Western Sydney pays approximately $22,000 a year in transport costs (Transport Affordability Index).

A network of opportunity | Western Sydney Rail

According to Deloitte Access Economic employment data there are currently 345,075 jobs in the Western Sydney Growth Corridor (Penrith, Blacktown, Camden, Campbelltown, & Liverpool). Health and Education jobs represent the highest proportion of jobs at 26% or almost 80,000 jobs, followed by Retail, Construction, Manufacturing, and Transport & Logistics.

Currently there are over 1 million residents in the Western Sydney Growth Corridor, by 2036 it is expected there will be almost 1.6 million people living in the corridor.

By 2036, it is expected there will be over 517,000 jobs in the Western Sydney Growth Corridor, representing a 50% increase in jobs in the region. It is expected that Health and Education jobs will continue to represent the highest proportion of all jobs at 26% or almost 140,000 jobs.

The population in Western Sydney is young, with just over half of the population under 35. The innovation generation (the population aged 25 and under) is expected to increase by almost 130,000 or 35%, by 2036, double that of the NSW growth rate of 17%. This growth in the innovation generation will result in higher demand for educational facilities as seen in the uptake of post secondary qualifications in Western Sydney.

0 20,000 40,000 60,000 80,000 100,000 120,000 140,000 160,000

Transport & Logistics

Manufacturing

Construction

Retail

Health and Education 2036 2016

Employment demand in Western SydneyPeople and jobs

A network of opportunity | Western Sydney Rail

While Western Sydney is relatively young now, the proportion of young people is expected to reduce. The share of people aged 70 and over is expected to double between now and 2036, resulting in increased demand for health services.

Of those residents living in the Western Sydney Growth Corridor just under half a million are workers. The top 5 industries for all workers are Health and Education, Retail,

Manufacturing, Construction, and Transport & Logistics. Health and Education workers represent 18% of all workers in the region or over 88,000 workers.

By 2036, it is expected there will be 60% more workers, representing over 767,000 workers in the corridor. It is expected the number of health and education workers will increase by 84% or over 74,000 workers to 162,000.

40,000 80,000 120,000 160,000

Manufacturing

Transport & Logistics

Construction

Retail

Health and Education 2036 2016

Workers in Western Sydney

Road infrastructure expenditure

The Government has begun work on a $3.6 billion program to upgrade road infrastructure over the next 10 years to support and provide vital links to Western Sydney Airport. Investment in road based infrastructure without effective rail connectivity will run counter to government targets to grow journey to work by public transport. Any economic benefits to the region will be far less than what can be achieved with a multi modal approach.

A network of opportunity | Western Sydney Rail

The Western Sydney Growth Corridor has a number of specialised industries including manufacturing, wholesale trade and transport and logistic sectors. These industries are increasingly knowledge based and are highly concentrated in the corridor. The importance of these industries is evident in the number of workers and jobs in these industries.

For example, the Sydney Business Park in the rapidly expanding North West is home to world class businesses including ALDI, Bunnings Warehouse, Coles Express, Costco Wholesale, Dulux, Home Hub Marsden Park, IKEA Marsden Park & Distribution Centre, Lindt & Sprungli, Linfox, Masters Home Improvement, Reece, Medline Pharmaceuticals,

Actron Air and Toll. The Business Park facilitates the co-location of bulky warehouses with corporate operations in a campus style precinct and significant access to potential upstream and downstream businesses. Given the current tenants, it is expected there will be 17,000 jobs in the Sydney Business Park.

These “classic” industries of retail and warehousing are at a critical point in their evolution. In an increasingly competitive and disrupted world these industries need to grow and innovate to maintain their growth and successes.

Manufacturing, Wholesale Trade and Transport & Logistics

Supporting these industries to innovate will enable better growth in the corridor.

A network of opportunity | Western Sydney Rail

The health and education sector contributes the highest proportion of jobs and workers in the region compared with any other industry.

The southern part of the Western Sydney Growth Corridor has attracted significant investment from the health industry with Liverpool now being the largest trauma hospital in the state and Campbelltown investing in upgrading its health and education precinct with a focus on paediatrics.

Additionally, there are a number of higher educational institutions expanding a presence in Western Sydney including Western Sydney University, the University of Sydney, University of New England, the University of Wollongong and the Australian Catholic University.

Health care and education could be further developed to ensure the corridor continues keep pace with residential growth.

This is further emphasised when it is acknowledged that along with an ageing population, the incidence of lifestyle-related chronic diseases is increasing, at the same time, the innovation generation in the corridor is expected to grow almost double the rate of NSW. These events will result in an increased demand for health and educational services in the Western Sydney Growth Corridor.

Given this expected growth in demand and the population growth, it is unsurprising the health and education sectors are among the corridor’s most effective sectors for fostering jobs, skills and innovation.

Health and Education Sector

Given the population growth in Western Sydney, the ready labour force and the changing dynamics of demand, the health and education sector offers a great opportunity for growth. Almost 80,000 jobs are within this sector.

A network of opportunity | Western Sydney Rail

Domestic day trip visitors make up 75% of all visits to Western Sydney and are driving the majority of the region’s visitor economy growth. Over the last decade, overnight visitation to Western Sydney has grown 96% driven primarily by domestic visitors.

Western Sydney has a range of existing natural and man-made visitor infrastructures including Olympic legacy sporting facilities, regional parklands, motor sport and cultural facilities – all with significant scope to play larger roles in attracting and servicing visitation in the region. Namely, places such as Twin Creeks will facilitate and attract new business investment as it ramps up its hospitality, conference and leisure offerings.

Western Sydney has nearly 3,600 square kilometres of unspoilt national parks that include, or are at the confluence of some of NSW’s most stunning river systems and land formations. The state’s largest single wilderness area, the Greater Blue Mountains World Heritage Area, is almost entirely located in Western Sydney.

The future airport at Badgerys Creek represents a once in a life time opportunity for the region, particularly its visitor economy. When established post 2026, Western Sydney Airport (WSA) will significantly expand opportunities for the region’s visitor economy.

WSA will channel new international and domestic visitors into Western Sydney, providing opportunities to create tourism offerings that capture and retain new visitor markets in the region.

In 2015 Western Sydney welcomed over 9.6 million visitors representing 30% of all visitors to Greater Sydney. The region’s visitors spent over 15 million nights in Western Sydney, contributing more than $2.5 billion to its economy.

Tourism

A network of opportunity | Western Sydney Rail

Cities in the knowledge economy compete for clever people. Typically, cities with agglomerations of knowledge intensive jobs and the productivity and innovation that flows from clustering knowledge workers and the economic spill-overs they create when they interact, are outperforming cities that offer more dispersed economic activities.

Western Sydney’s future

Rail is an organising element of economic activity and that view was firmly established in the Innovation Corridor Discussion Paper, released by Western Sydney University.

Placemaking, innovation and technology have become embedded in the contemporary city. To grow capabilities in the service and knowledge economies, Western Sydney is required to focus on what makes it unique. An integrated approach to regional health services and medical research is already emerging. Certainty of airport investment means aerospace and aviation research opportunities will emerge in Western Sydney.

The development and land release opportunities that result from rail investment will enable new supply of diverse housing types in higher

density locations, more liveable suburban areas and greenfield sites with an impact on Western Sydney’s relative affordability.

The Western Sydney Rail Alliance has identified the areas of opportunity that will be enhanced and in some cases made possible by rail investment. They give Sydney’s third city a planning framework based on a transport network linking Campbelltown in the south with Marsden Park in the north.

The corridor includes centres of activity, business parks, Sydney Science Park, the new Western Sydney Airport, at least two large university campuses, regional open space and a diversity of housing types that respond to lifestyle needs. The ecosystem that supports growth is larger and includes the established centres such as Liverpool, Penrith and Camden.

A network of opportunity | Western Sydney Rail

Airport services, aerospace, defence

and advanced logistics opportunities

Health, tourism, education, advanced

manufacturing, skilled workers supporting

airport

Renewed social housing,

health, resaearch and education oppportunities

Innovation jobs and new opportunities for manufacturing

New and renewed mixed use

communities

Ecosystem of skilled workers to support the

Airport

Lifestyle, health and

research offerings to support rapid

growth

Innovation opportunities:

science, technology and research

Transport, logistics,

warehousing and distribution

Airport city: professional

services, residential and

mixed use

A network of opportunity | Western Sydney Rail

Western Sydney needs more than a ‘business as usual’ approach to protect and indeed enhance its character and environment, achieve its fullest potential and deliver the successful and equitable city the communities of Western Sydney seek. In an era of great economic and urban transformation, a changing climate and the re-design of services, business models and indeed digital platforms, standing still is not an option for any Australian city, let alone Western Sydney.

People used to follow jobs and firms. In the knowledge economy these opportunities now follow the people and people follow liveable places. In Australia the collection of places has been defined as the 30 minute city. Advanced firms will locate where talented workers are willing or wanting to live. The quality of life and place, the amenities and facilities of cities becomes a critical competitive tool in attracting knowledge workers, who are themselves the magnets for external corporate investment and high quality growth.

This is why leading science centres such as Singapore, San Francisco/Bay Area, Basel, and others are placing great stress on high quality of life, but it is also why established financial centres like London and New York seek to become greener and cleaner, and why emerging world cities like Helsinki, Frankfurt, Seattle, and Seoul must become better places to live and offer richer opportunities to enjoy life. All of these places

have exceptional public transport infrastructure and its provision is accelerating not declining.

Western Sydney will only do well if investment opportunities are clearly defined. Identity and reputation also matter in the next economy: city branding and communication, when done well, make the city and its opportunities more credible, visible, and attractive. Improved public transport is critical to Western Sydney’s credibility on the national and indeed global stage.

Enabling fast public transport access to jobs is fundamental to the notion of the 30 minute city. The Western Sydney Growth corridor provides 30 minute rail connectivity between the region’s booming population centres, its town centres and the thousands of jobs expected to emerge around Western Sydney Airport.

A network of opportunity | Western Sydney Rail

Dwelling growth

2031 8 million Sydney

Blacktown 168,350 229,757

Camden 58,500 79,838

Campbelltown 79,550 108,566

Liverpool 100,750 137,499

Penrith 99,850 136,271

Total 507,000 691,932

Current Density

Population (2015)

Land Area (Ha)

Population Density

Blacktown 339,328 24,019 14.13

Camden 72,256 20,132 3.59

Campbelltown 158,941 31,222 5.09

Liverpool 204,594 30,552 6.7

Penrith 197,922 40,400 4.9

Total 973,041 146,325 6.65

Smart growth in Western Sydney will rely on:

• Future development that responds to a networked public transport system efficiently connecting people to centres.

• A clear narrative of pursuing and realising the well-connected Western Sydney of short journeys: integrated transport as a top priority that connects people to jobs.

• Grasping the opportunity for Western Sydney to become a world leader in supply chain technologies.

• Building firm foundations: a well planned, balanced and integrated city with intense centres and flourishing suburbs that support each other, but offer different lifestyles.

• Increasing the diversity of housing types and tenures as well as providing new housing in Western Sydney.

• Encouraging Western Sydney to mature as a city with global reach: leveraging the advantage of Greater Sydney while promoting the Western Sydney brand.

Population growth

2031 8 million Sydney

Blacktown 473,300 645,939

Camden 162,350 221,568

Campbelltown 215,750 294,446

Liverpool 288,950 394,346

Penrith 261,450 356,816

Total 1,401,800 1,913,116

Growth by numbers

Sydney’s population is forecast to reach eight million people, in the next 30 - 40 years. Half of all population growth is expected in Western Sydney. The five LGAs considered in our analysis will eventually be home to around two million people.

A network of opportunity | Western Sydney Rail

The Western Sydney Airport will provide the connectivity needed to support Australia’s third largest economy - Western Sydney.

Western Sydney Airport

When the airport opens in the mid- 2020s, the single runway will support approximately 5 million passengers plus freight, which if realised would bring approximately 4,000 jobs. The passenger catchment is likely to be Greater Western Sydney until around 2040 when aviation services expand. By 2050 the airport is likely to be a curfew free, dual runway, international passenger and freight airport.

The airport development is expected to create 35,000 jobs by 2035, increasing to 60,000 jobs over time. The Greater Sydney Commission has outlined plans for up to 90,000 jobs in adjacent employment lands by 2036. More broadly, it is anticipated that the airport will eventually support an additional 15,800 to 20,600 full time jobs in the Liverpool area alone and be responsible for an $11.5 billion increase in the region’s output.

For every million passengers that come through the airport, the airport is anticipated to add 750 jobs in the region. These jobs should be most accessible for the 500,000 people that will be living in North West and South West priority growth regions by 2040. Western Sydney residents are well placed to fill many of the construction and engineering positions that will be

available during the initial phases of the airport’s development. Wollondilly, Hawkesbury, Camden, the Hills Shire, Penrith and the Blue Mountains all have more engineering and related technology qualifications per head of population than either the Sydney, NSW or Australia on average. In particular, almost 10% of the Wollondilly population holds an engineering or related technology qualification.

The Western Sydney Airport will be an international gateway for Greater Sydney. Western Sydney, including the Blue Mountains, is already the fastest growing visitor region in NSW and will be a large part of the market for the airport. Visitor numbers to Western Sydney grew by 51% over the decade to 2015. Over 13 million visitors came to the region in 2015. Many of these visitors come to visit friends and family living in the region, as well as to access education, medical services, national parks and cultural attractions.

Aside from tourism, the Western Sydney Airport is anticipated to facilitate the large supply chain and logistics industry in Western Sydney and to enhance the international competitiveness of the advanced manufacturing, agribusiness and food manufacturing industries.

A network of opportunity | Western Sydney Rail

Within the southern corridor rail will invigorate and drive greater employment development synergies in existing and expanding centres in the South West such as Campbelltown and Macarthur and link these centres with surrounding employment lands. It will add value to the region dovetailing into the key economic drivers associated with the aerotropolis as well as demonstrating a 30 minute city.

The Southern corridor

Significant growth catalysts that could be further enhanced by the Southern corridor include: • Western Sydney University,

including the School of Medicine • TAFE South Western Sydney

Institute – Campbelltown • Campbelltown Hospital, currently

undergoing a $139 million redevelopment

• Western Sydney University’s Clinical School of Medicine

• Macarthur Square Shopping Centre

• Campbelltown Sports Stadium • Harness Racing at Menangle Park • Dharawal National Park • The Georges River Regional

Open Space corridor.

Campbelltown will be one of the key destinations accessible via the southern corridor. It is the epicentre of a population boom in the South West that is driving infrastructure, investment, innovation and jobs. It has outstanding education, health, arts, retail and sporting facilities and significant tracts of undeveloped land available for development, all set within an attractive natural environment. The southern rail connection will link a local population expected to reach over 250,000 and a regional population of over

500,000 by 2036 to both existing and new infrastructure and employment opportunities. Enhanced rail connectivity will provide for more than 30,000 new homes and 20,000 new jobs in the Campbelltown LGA alone, detailed in the below table.

It is also expected that Campbelltown City will accommodate significant additional housing opportunities within its centre and increases in dwellings through redevelopment of existing suburban areas.

A rail connection linking to the new airport as well as the rest of Western Sydney will also link socially and economically isolated communities with access to employment. This synergy of growth and opportunity will significantly improve social equity outcomes.

The Southern Rail corridor is a key connector linking the Western Sydney Airport with a rapidly expanding population and an accessible, skilled workforce.

Opportunity Potential Dwellings

Potential Jobs

Menangle Park and Mount Gilead 18,000+ *

Macarthur 5,000 4,320

Campbelltown 4,000+ 6,850

Leumeah 1,000 1,880

Minto 400 1,900

Ingleburn 1,400 4,000

Macquarie Fields 400 780

Glenfield 2,800+ 970+

* 21 hectares to accommodate a proportion of the anticipated 17,000 jobs expected in the Greater Macarthur Priority Growth Area

A network of opportunity | Western Sydney Rail

A north south rail connection will enable the rejuvenation of the region north of the Western Sydney Airport. This will create a transport link between key Western Sydney business hubs in Penrith, St Marys, Dunheved, Marsden Park, Rouse Hill, Norwest, Macquarie University, North Ryde, North Sydney and Sydney Central Business District.

The Northern corridor

Connecting WSA to the North West Growth Centre will enable the creation of up to five new town centres. The centres will attract investment into industries such as aviation, agribusiness, manufacturing, retail, transport, science and technology. With rail, the northern corridor has the potential to connect a total of over 89,000 new dwellings and 84,000 jobs.

A rail link will enable consolidated renewal efforts in disadvantaged areas such as Willmot, Bidwill, Mount Druitt and Blackett by improving access to employment and education opportunities. Rail will provide access from these areas to the rest of Sydney and create opportunities for a greater diversity of housing type and tenure including social, affordable and market price housing, similar to the proposed renewal of Telopea and Dundas Valley as part of the Parramatta Light Rail project.

Rail will connect isolated and disadvantaged suburbs in the Mount Druitt area to thousands of jobs in nearby Marsden Park, and provide unprecedented access to work and study opportunities throughout Greater Sydney.

Additionally, rail will allow for the up-zoning, redevelopment and intensification of higher uses around Werrington, St Marys and Dunheved employment areas, providing new job opportunities to low employment rate suburbs in the area.

A station at Marsden Park for example, would lift the employment forecast for Sydney Business Park from 17,000 to 30,000 jobs, enable an increase of the town centre footprint from

35,000sqm to 75,000sqm and an increase from 1,200 to 4,000 dwellings in the precinct. Similarly, a rail connection to Sydney Science Park would allow for an increase from 3,400 to at least 20,000 dwellings and from 12,000 to as many as 50,000 jobs in the precinct.

Rail connectivity for Sydney Business Park and Sydney Science Park could theoretically provide for an uplift in jobs of up to 300% and up to 480% more dwellings, compared to the business as usual scenario.

Additionally, the north south rail link will provide networked rail services for the 65,000 new homes within the North West Growth Centre. The north south rail connection will reduce the need for residents of Western Sydney to travel east for employment opportunities ensuring jobs are located closer to where people live and improving quality of life.

A network of opportunity | Western Sydney Rail

As well as supporting the government’s strategic vision for Greater Sydney, investment in public transport infrastructure connecting the Western Sydney Growth Corridor has the potential to provide significant benefits, both to the broader economy and to the community.

Why rail?

This section provides a summary of the broad benefits that could be realised from the

construction of a rail system connecting the nodes within the corridor drawing on previous studies and research into the benefits of public transport. Further detailed analysis would be required to estimate the specific benefits from the proposal.

W es

te rn

S yd

ne y

Ra il

Rail will bring forward the development required to realise growth in the Western Sydney Corridor and more broadly in Greater Sydney

Rail would play a pivotal role in alleviating the congestion within Greater Sydney and therefore support shorter travel times and productivity improvements

Supporting investment: Investment in rail infrastructure acts as a catalyst for further investment, often encouraging medium mixed-use density along the rail corridor

Investment in rail infrastructure acts as a catalyst for further investment

Supporting disadvantaged: Rail will support access to job centres, health, education and recreational activities for Sydney’s disadvantaged

Rail will support access to job centres, health, education and recreational activities

Supporting business growth: Significant drivers of investment from buisnesses, is proximity to major transport hubs; proximity to other industrial lands; and access to a ready workforce

Proximity to major transport hubs; proximity to new innovation sites such as Sydney Science Park; and access to a ready workforce to drive business investment

A great place to invest: The corridor is home to strong catalyst industries such as the Health and Education Precints

A great place to invest: The corridor is home to strong catalyst industries such as the Health and Education Precincts

Supporting growth: Rail will connect enabler industries to broader markets promoting growth and innovation

Reducing travel times: Rail could halve current travel times between the nodes and encourage a modal shift to rail

Catalyst for

investment

Catalyst for

investment

Improving access for the disadvantaged

Business growth

Growing health & education

precincts

Growing health & education

precincts

Supporting wholesale

trade transport & logistics

Supporting wholesales

trade transport & logistics

Geographic integration

Reduce congestion and travel

times

Reduce commuter congestion and times

Productivity improvements

Economic growth

Western Sydney

Rail

Rail will strengthen the role and primacy of regional cities such as Liverpool, Campbelltown and Penrith

A network of opportunity | Western Sydney Rail

Rail as a structuring principle

There are signs that disadvantage in the emerging global city is moving towards lower density suburbia and exurban locations with poor public transport access and a less diverse land use mix. The Western Sydney Airport with north-south rail connectivity offers the opportunity to buck this trend, but only if the benefits are delivered in Western Sydney and spread by investment in big city infrastructure.

Within Western Sydney there is the challenge to ensure that population growth is managed so as to maximize the economic and social benefits while maintaining affordability, housing options for all incomes and environmental quality. And to do so across the city, ensuring the whole community, whether living in new mixed use precincts in the inner city, the leafy suburban centres, or greenfield development, can access and share the economic and social benefits of urbanism.

Catalyst for investment

Investing in high quality public transportation, and in particular rail, has been shown to induce further investment in a region. This is because businesses and residents become better connected.

Investment is often supported by developments utilising mixed use density along a rail corridor, which in turn reduces the demand for road and parking, allowing these spaces to be put to more valuable uses, reflecting positively on the general urban amenity.

As identified in BWSEA 2013, significant drivers of investment from businesses, especially in peri-urban regions are: proximity to major transport hubs; proximity to other industrial lands; and access to a ready workforce.

There are numerous studies that identify the benefits of improving accessibility in peri-urban areas through rail and other public transportation which in turn encourages agglomeration. This in turn results in increases in urban densities.

Productivity Improvements

Congestion and extended travel times are widely regarded as one of the greatest barriers to productivity in developed economies. For example, in Australian capital cities, the estimated avoidable cost of urban traffic congestion is $12.9 billion (2010) and by 2020 it is expected to cost over $20 billion (BITRE).

Public transport can play a pivotal role in alleviating urban congestion with each train on Sydney’s rail network removing approximately 1,000 cars from its roads.

Travel times to and from work in Western Sydney can be up to 2 hours in each direction for some commuters.

Reduced congestion and improved travel times are therefore a significant benefit of investment in rail, and this is especially true for peri-urban areas and regional centres where investment in public transport infrastructure is low.

A network of opportunity | Western Sydney Rail

Improved access for the disadvantaged

In many cities a disproportionate number of disadvantaged reside in peri-urban areas (partly because of involuntary resettlement and informal settlements). As identified previously, peri-urban regions such as the nodes in the corridor are characterised by a significant dependence upon private transport modes. Consequently residents face longer and more expensive journeys.

The SEIFA Index of Relative Disadvantage shows communities that are classified as most disadvantaged within the Western Sydney region are located in Penrith, Emu Plains, Richmond and North Richmond.

Evidence from transportation and welfare studies indicates inadequate access to transportation poses significant barriers to those trying to enter the labour market. These challenges are particularly acute for welfare dependent households in peri-urban areas who do not have access to private transport.

Existing public transport systems often do little to bridge the gap between where the poor live and where jobs are located. This is because these existing systems were established on a monocentric basis, moving inner-city and suburban residents to city locations. However, the majority of entry-level jobs that are best suited for those looking to move off welfare are located in adjacent suburban and peri-urban areas.

An investment in the north-south rail link connecting the nodes will support accessibility, connecting the disadvantaged to employment opportunities, education and health services as well as recreational facilities.

Economic Growth

Rail plays an important role in facilitating economic growth in a region by efficiently moving skills, labour and knowledge within and between markets. This phenomenon can be paralleled to the global economy.

In the global economy, labour, capital and enterprise seek out the most productive markets, which in turn encourages competition and mutual economic growth. Efficient public transport systems, such as rail, promote geographic integration between residential and employment hubs, increasing the capacity of more dispersed populations to generate wealth.

Investment in public transport further perpetuates the cycle of economic growth. For example, the American Public Transport Association estimates that for every $1 billion invested in public transport infrastructure, 36,000 jobs are created, in turn generating over $3 billion in commercial transactions and approximately $500 million in government tax revenues.

A network of opportunity | Western Sydney Rail

2016 With rail BenefitsBAU

2026

2036

2046

2056

2016

2026

2036

2046

2056

First stage of SCP

Opening of WSA

Renewal of low density

areas

Accelerated job creation and investment

— Construction job opportunities — Rail based precinct planning is enabled

— New investment in industries — Mixed use commercial centres create local higher value jobs — Residents are closer to their place of work

— Average commute times are reduced — Continued growth in local based employment — Strong growth in Western Sydney’s GRP

— Jobs located closer to homes — Connectivity is enabled within the region — The airport is connected to supporting industries

New employment centres are

created

Continued industry investment and job

creation

Continued mixed use commercial opportunities

During construction of

WSA, Rail, Roads and key precincts

Attraction phase: focussed on

building momentum and confidence in the

region

Expansion phase: building on the

base

Leveraging forwardUptake in

WSA based employment

Service based local employment opportunities

Do we really want to miss this opportunity?

Currently in Western Sydney, there are more developable employment lands than eastern Sydney.

There are strong pools of capital available for investment and we are fast approaching an era of global connectivity for the region through WSA.

Rail provides the opportunity to accelerate and amplify the economic benefits flowing from growth in the region and, in particular, the commencement of operations at WSA. The diagram illustrates how rail connectivity for the Western Sydney Growth Corridor can influence economic progress over the next 40 years, compared with a business as usual scenario.

A network of opportunity | Western Sydney Rail

The following section examines the impacts of the proposed Western Sydney Rail Link on the Western Sydney Corridor. In doing so, Deloitte Access Economics has used its in-house Computable General Equilibrium (CGE) model to assess the productivity improvements of rail in Western Sydney. The CGE modelling has been used as it considers (1) the resource constraints within the economy, and (2) the flow- on impact for supplier industries.

These impacts have been measured by testing two scenarios incremental to a Business as usual (BAU) scenario. In a BAU scenario, the region’s economic productivity will increase off the back of the investment in Western Sydney Airport and Sydney Science Park. However, the ability to efficiently connect the pools of labour agglomerating in northern and southern parts of the corridor will be limited as transport options to such centres will be limited.

The first scenario examined the economic productivity improvement by connecting the nodes on the

Western Sydney’s economy is growing strongly, attracting strong investment from both the public and private sector. As it sits today, Western Sydney’s economy is the Australia’s third largest economy and is positioned well to take advantage of both domestic and global opportunities as investment in the region continues to grow industries present and attract global supply chains through Western Sydney Airport.

Benefits of Western Sydney Rail

north south corridor, namely from Rouse Hill in the north to Campbelltown/Camden region in the south crossing the Western Line at Werrington. This enables connectivity of emerging labour markets in the north and south to newly activated employment centres along the Corridor.

The second scenario assessed the economic productivity improvement of extending the line to connect the Corridor to existing and new east west rail connections, including the North West Rail Link and South West Rail Link. This scenario measures the impacts to the broader Western Sydney region.

The assessment measured the productivity impact during the construction phase of 5 years and a subsequent operational phase of 12 years to 2040. The results are categorised into two periods; the construction period and the initial the operational period. The analysis considers local and state wide impacts.

The BAU scenario assumes the LGAs in the Corridor grow at around 2 per cent in real terms over the long-term. The productivity improvements and job growth modelled under the two scenarios is incremental to the BAU scenario.

During the construction phase the large capital stimulus, as well as higher activity over the long term from potentially increased direct productivity improvements the project provides to business workers in the Western Sydney regions. The construction phase not only draws resources from the market but also generates demand for products produced locally and imported.

A network of opportunity | Western Sydney Rail

Considers the economic impacts of additional connectivity to the Western Line, North West Rail Link and the existing rail network in the south of Sydney.

Connecting the Western Sydney Growth Corridor

Considers the economic impacts of additional connectivity to the Western Line, North West Rail Link and the existing rail network in the south of Sydney.

Connecting North-South and East-West

Considers the economic impacts of additional connectivity to the Western Line, North West Rail Link and the existing rail network in the south of Sydney.

Business as usual (BAU)

S0The time saved during the operational phase is equivalent to an increase in labour productivity in the region. There is solid growth in employment over the operations phase as the effects of the productivity improvement flow through the regional economy and this is reflected in particular across services industries as labour has become more productive and with these industries being relatively more labour intensive.

Deloitte Access Economics estimates that delivering rail to Western Sydney will create an additional total economic output of $32.4 billion under scenario 1 and $44.7 billion under scenario 2, in 2016 dollars. Under scenario 2, benefits are increase as broader labour markets are connected to new growth job markets and industries.

This output is incremental to the business usual scenario. In both the corridor and the broader Western Sydney region manufacturing contributes the most to output, followed by the construction, health and education sectors. Rail will also enable the development and connectivity of emerging industries in Western Sydney such as agribusiness, bio tech, tourism and services.

The modelling estimates the average annual increase in Western Sydney could range from 2,312 to 3,978 FTE jobs. This translates to employment years ranging from an estimate 39,308 to 67,629 over the period 2023-24 to 2039-40.

The jobs and economic contribution delivered by rail in the construction and operational phase are in addition to the 60,000 jobs estimated at Western Sydney Airport.

A network of opportunity | Western Sydney Rail

Connecting the Western Sydney Growth Corridor (Scenario 1)

The expected economic impact to the Corridor from connecting the nodes north south via rail with a productivity improvement for the average commuter of 15 minutes (conservative) or 30 minutes (high) is $19.6 and $26.7 billion over 12 years respectively.

This represents between 3-4% growth above current growth expectations. It is expected the rail and productivity improvement would also result in additional FTE jobs in the Corridor of 1,940 FTE in 2024 – 2,882 FTE in 2036.

This does not include the increase in jobs in different precincts along the corridor that will be enabled by rail connectivity.

Connecting the corridor north- south and integrating into existing rail network (Scenario 2)

The expected economic impact to Western Sydney from connecting the Corridor both north south and integrated into the current rail network with a productivity improvement for the average commuter of 15 min (conservative) or 30 min (high) is $31.3 and $37.8 billion over 12 years respectively.

Under this scenario, the Greater Western Sydney region will achieve a productivity improvement of up to $44.7 billion between 2024 and 2040.

Under a 30 min scenario it is expected the rail and productivity improvement will generate an additional 3,978 FTE in average

Under both scenarios, two productivity improvements for the average commuter on their daily commute, 15 minutes and 30 minutes, expected from the provision of rail in the region are tested.

Operation Impacts

The analysis demonstrates that with rail there is solid growth in employment over the operations phase as the effects of the productivity improvement flow through the regional economy. This is reflected in particular, across services industries as labour has become more productive and these industries are more labour intensive.

During construction

The primary source of direct employment is through the construction of the rail corridor. These figures were estimated outside the CGE modelling process and will be influenced heavily by the form and staging of the corridor.

The development of the rail corridor will enable the creation of between 43,800 – 65,800 total direct jobs and up to 98,600 total indirect jobs during the 5 year construction from 2024 – 2028 (based on NSW Treasury job multipliers for infrastructure projects).

Business as usual

Scenario 1

Connecting North South

Scenario 2

Connection North South to

East West

+$32.4 billion of

additional output

+$44.7 billion of

additional output

A network of opportunity | Western Sydney Rail

WS Growth corridor 2024-40 2024 2028 2032 2036 2040

GSP deviation from BAU (NPV, $m)

Scenario 1 32,352 418 1,812 2,393 2,228 2,097

Scenario 2 44,652 501 2,215 3,061 3,310 3,566

Employment deviation from BAU (average, FTE)

Scenario 1 2,865 1,940 3,787 3,111 2,822 2,571

Scenario 2 3,978 2,351 4,841 4,024 4,264 4,524

Summary impacts, 2024 - 2040

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040

Scenario 1 Scenario 2

Western Sydney Growth Corridor output ($m), 2024 - 2040

State Wide Impacts

The impacts presented below represent the additional GRP that would be created across the state economy under Scenario 1 and 2 in relation to the expected productivity improvements.

Under Scenario 1 the Western Sydney Growth Corridor is expected to contribute between $28.1 and $36.3 billion in GSP to the State economy.

Under Scenario 2 the Western Sydney Growth Corridor is expected to contribute between $41.6 and $48.7 billion in GSP to the State economy.

A summary of the analysis is presented in the table below.

A network of opportunity | Western Sydney Rail

It is a plan for supporting productive, accessible, liveable cities that attract talent, encourage innovation and create jobs and growth.

For Western Sydney, it comes at a time when there is a decisive shift away from conventional resource and manufacturing employment to services and an economy based on knowledge, innovation and talent. Employee, entrepreneur and student preferences are increasingly for mixed use urban centres over ex-urban business parks – and the distinction is largely access to integrated transport infrastructure.

It also comes at a time when Western Sydney is at a cross roads to stay on the unsustainable low density path devoid of transport options and nearby jobs, and developing a truely smart third city for Sydney.

The 30 minute city aims for a Western Sydney where people can comfortably access their daily needs within a daily one hour travel budget – ideally by walking, using a bicycle and catching public transport. Fundamental to delivery of the 30 minute city is urban rail, urban density and urban land value capture.

The concept aims to ensure that Western Sydney communities and businesses have access to the skills they need to successfully participate and compete in the transition to an economy based on services, knowledge and innovation. Places and neighbourhoods with cafes, bars and restaurants and other services close to jobs, research or educational facilities have a premium in the knowledge economy – because they are where the collision of ideas and talent at the heart of modern business innovation takes place.

The Western Sydney Innovation Corridor was designed to take advantage of the Western Sydney Airport and incorporates health, agribusiness, engineering and science opportunities. With access to rail, manufacturing can be reimagined so that production facilities are stacked and mixed with other uses that make up the complex inner urban environment. Connecting these places with quality tertiary education and research opportunities, such as Sydney Science Park, and Western Sydney becomes an attractive proposition for new and emerging economies and therefore the right place to pioneer the idea of a City Deal for Western Sydney.

The Smart Cities Plan sets out the Australian Government’s vision for our cities and its commitment to smart investment, smart policy and smart technology.

Leveraging rail to deliver the Smart City

A network of opportunity | Western Sydney Rail

Land use and transport integration helps to realise innovative funding opportunities for rail.

Investing in rail infrastructure now requires a clear benefits realisation approach and this comes from

integrated land use and transport planning.

The Alliance is developing a unique Western Sydney approach to get all public, private and community partners around the table to solve problems and exploit opportunities. Western Sydney Rail could be the exemplar of this approach which, by design, necessitates fully integrated land use and transport planning to meet community needs.

At the heart of Sydney’s planning, transport and cross government coordination activities led by the Greater Sydney Commission is the understanding that in the knowledge and services economy, place matters. And establishing places requires a genuinely integrated land use and transport approach. It is no different in Western Sydney.

City deals provide a partnership framework between the Australian Government, state government, local governments, industry and communities to help develop collective plans for growth and collective commitment to the actions, investments, reforms and governance needed to implement them. Western Sydney has been slated as one of Australia’s first city deals, but the details are yet to be finalised. The Western Sydney city deal should set out the specific investments and reforms

needed to unlock business and industry development and ensure community wellbeing.

A rail link that delivers circumferential coverage, greater liveability and productivity for Western Sydney should be central to the city deal proposition.

The collaboration behind this proposal is an exemplary public- private partnership of the kind we believe that all tiers of government are looking for from the emerging City Deal for Sydney with the catalytic opportunities arising from the new airport at its heart.

Funding rail by cooperative value creation

A network of opportunity | Western Sydney Rail

Infrastructure delivery

Densification

Amenity

Business attraction

Skilled labour

migration

Land value

Regional Economic

Transformation – A Virtuous Cycle

A network of opportunity | Western Sydney Rail

The Problem Value capture derived from an uplift in the value of land in a transport corridor is imposed as a condition of development consent. In areas surrounding a transport hub, the incentive to develop is great. However, when the transport corridor is outside the area of a transport hub, there may be little incentive to develop, thereby losing value capture returns for financing rail.

It is therefore necessary to find a value capture methodology for transport infrastructure across a region where the rail will traverse areas of different land uses with different development potential. There may also be land within areas not considered suitable for development, where land ownership is too fragmented to provide for land assembly to facilitate development, or land is environmentally sensitive or contaminated.

The present system for infrastructure levies is contained in the Environmental Planning and

Assessment (Special Infrastructure Contribution – Western Sydney Growth Areas) Determination 2011. It allows for contributions to be made for land which is within a Growth Centre as defined by the Growth Centres SEPP. The levy is imposed is as a condition of development consent under the Growth Areas Direction 2011 and the means of imposition is by a Voluntary Planning Agreement.

Focus on Cooperation The duty of development that triggers value capture falls entirely on the developer and no cooperation on the part of the government is offered in terms of development risk, provision of expertise, initial cost for preparing an application, obtaining borrowings for the development and contribution, and completion. There is no legislative form providing for cooperation between land owners, with potential developers, Transport for NSW (TfNSW), the local authority, the Department of Planning and Environment, or the Greater Sydney Commission.

A landowner may need assistance in creating value for their land and overcoming inherent difficulties in making an application for development consent; they might not recognise the possibilities of value creation through development or be unable on their own initiative to turn the possibilities into actualities. The advantages of a cooperative arrangement where the transport agency assists the landowner to create value are:

– It accelerates both value creation and realisation, bringing development on stream in advance of its normal development cycle

– It provides for accurate feasibility forecasting and timing of funding

– It reduces risks to government of not receiving the value capture

– It improves integration of planning with transport and local planning agendas by exploiting appropriate place based development possibilities

– It creates cooperative participation of the community in transport decisions;

A cooperative approach to value creation and capture is superior to a compulsory levy. A Netherlands

A network of opportunity | Western Sydney Rail

study concluded: “a compulsory type of VC (Value Capture), coordinated through taxation of land ownership, is associated with low or even counterproductive cooperation between actors” (Heeres, Lenferink, Tillema & Arts 2016).

It determined that a positive result in obtaining in-time financing by cooperation in exploiting development opportunities arose from “partnership-based” value capture.

The study added other benefits: a discussion of mutual interests creates functional relatedness to maximise land value, the relationship between the transport solution and land uses is understood, and the financial exploitation of value creation becomes of mutual interest, encouraging other landowners to cooperate.

Cooperative Value Capture Methodology When there are diverse land holdings across a region earmarked for transport infrastructure there are different land-use opportunities. Each place requires a unique solution. The realisation of these opportunities by value creation is the goal of any cooperative arrangement.

There are two possible participants in the cooperative arrangement with the landowner. The first is a developer who can work with a landowner to manifest a project. In areas where the opportunity creates a possible high yield, the developer will work with the landowner to unlock potential value in a simple arrangement; a Western Australian study illustrates the manner in which this can occur (Curtin University 2015):

The study indicates that this is an “entrepreneurial model” where private funding is employed but does not preclude also working with government for assistance in land assembly, grants of public land, or

other efficiency gains. However, the respective roles are assigned to the developer and landowner outside the participation of government.

The relationship appears straightforward where the size of a project attracts a developer. However, as there are diverse holdings, some land in the corridor may not readily be able to be developed due to environmental constraints, contamination, irregular lot sizes, subdivision restrictions, or the myriad of issues that confront exploitation of land. Where there are situations where there is no developer willing to seek a profit, this would require TfNSW to enter into a cooperative arrangement with an owner or contiguous owners for the purpose of developing the land, pooling land where necessary, or, alternatively, acquiring land for the transport corridor.

A technique that is used where there are irregular shaped lots in the path of the transport corridor, inaccessible land, or land that is environmentally sensitive is land “readjustment.”

Developer

Land owner Proportionally Shared Profit

Development Costs

Land Value

A network of opportunity | Western Sydney Rail

In this arrangement, land is pooled and then readjusted into parcels that are returned to owners, and some can be the subject of development and create value for all landowners. This has the advantage of inducing smaller land holders to develop, to overcome land ownerships that are not productive, and also to create a land bank, where some land can be sold off to finance development costs. This process involves the preparation of a layout plan including the allocation of land for a transport corridor.

Risk Allocation and Management A primary consideration in a cooperative arrangement for value creation is an assessment of relative risks. At present, risk allocation in infrastructure contributions falls entirely on the landowner or developer who must obtain development consent, then accept the payment of a contribution based on a Voluntary Planning Agreement. The expense of consultants, application fees, planning agreement negotiations, and financing, not only the project but the contribution, falls

on the applicant. The role of TfNSW in a cooperative arrangement would be to assist owners to manifest value and to obtain development consent in order to create value and, as well, assist if possible to create value realisation. There may be situations where the agency would want to take on some of these risks such as ceding land to expand a highly developable parcel, or acquiring land by agreement and then selling at a profit. Each arrangement obviously requires a separate analysis of risk.

Ranking of Cooperative Arrangements A recent and thorough 2016 World Bank study examined and rated 24 financing instruments for transport (Ardila-Gomez, A. & Ortegon- Sanchez, A. 2016, pp. 27-29), all of which would create different relationships and operators. It was found that the highest scoring instrument for direct and sustaining benefits for transport was a PPP for an entire project, followed by an increase in property taxation, the later not being possible in Australia.

Most importantly, joint Development scored the highest for indirect benefits, along with a development impact levy (or infrastructure contribution) and a betterment levy. The ratings of Joint Development cooperative arrangements as the best method for indirect financing have a sound theoretical underpinning because unlocking land value is the most effective method of transport financing other than direct grants.

At the heart of Sydney’s planning, transport and cross government coordination activities lead by the Greater Sydney Commission is the understanding that in the knowledge and services economy, place matters. And establishing places requires a genuinely integrated land use and transport approach. It is no different in Western Sydney.

City Deals provide a partnership framework between the Australian Government, state government, local governments, industry and communities to help develop collective plans for growth and

We are developing a unique Western Sydney capacity to get all public, private and community partners around the table to solve problems and exploit opportunities. Western Sydney Rail could be the exemplar of this approach, which by design necessitates fully integrated land use and transport planning to meet community needs.

A network of opportunity | Western Sydney Rail

collective commitment to the actions, investments, reforms and governance needed to implement them. Western Sydney has been slated as one of Australia’s first city deals, but the details are yet to be finalised. The Western Sydney city deal should set out the specific investments and reforms

needed to unlock business and industry development and ensure community wellbeing.

A rail link that connects communities, delivers circumferential coverage, greater liveability and productivity for Western Sydney should be central to the city deal proposition.i

Ideal arrangements include the formation of an organisation internally or engagement of an organisation external to TfNSW to (among other roles):

–Explore a mix of land uses

–Explore the barriers to development and possible solutions for each place

– Work with landowners and appoint developers to create value

–Create a new Ministerial Determination for the corridor

–Including all land surrounding the corridor

–Allowing for installment payments for contributions where appropriate.

Ardila-Gomez, A., Ortegon-Sanchez, A. 2016. Sustainable urban transport financing from the sidewalk to the subway: capital, operations, and maintenance financing. Washington, DC: World Bank http://public.eblib.com/choice/publicfullrecord.aspx?p=4397397.

Curtin University. 2015. Entrepreneur Rail Model: Unlocking Private Capital for Urban Development and Private Transport: Discussion Paper 2: Stirling to Curtin Case Study.

Heeres, N., Lenferink, S., Tillema, T, and Arts, J. 2016. Beyond financial value capturing? Interactions between value capturing and cooperation at the interface of road infrastructure and land use planning. Town Planning Review. 87 (2): 179-204.

Mittal, Jay. 2014. Self-financing land and urban development via land readjustment and value capture. Habitat International. 44 (3): 314-323.

A network of opportunity | Western Sydney Rail

In the next 15 years, population within the Western Sydney Growth Corridor will grow by approximately 500,000 people or 45%. When Sydney reaches 8 million people, the corridor will be home to a city the size of Perth.

The Growth Corridor presents a once in a generation opportunity to build infrastructure ahead of the growth curve. The proposed north-south rail line will realise the ambition for Greater Western Sydney to become a modern, connected 30-minute city. Without it, the region will remain reliant on lengthy west- east commutes to access economic opportunity. In addition to isolating the outer suburbs, the ongoing absence of rail connectivity in the region places an unsustainable strain on the existing radial transport network and reinforces the spatial imbalance of accessible jobs in Sydney.

It is time to break the nexus between Western Sydney’s growth centres and transport disadvantage.

The Western Sydney Airport is already a catalyst for a boom of investment in the region and will

serve to rebalance the jobs deficit of Western Sydney – currently some 300,000 people must travel east every day to get to work. While the Greater Sydney Commission is yet to finalise its long-term land use plan for the region, indications are that WSA and surrounding employment lands will accommodate up to 150,000 jobs by 2036. The Western Sydney Rail Alliance’s proposed corridor connects the people of Western Sydney to these jobs.

Passenger forecasts for WSA show that the primary passenger catchment for the airport will be local, with services not expanding to compete with Kingsford Smith Airport until the mid-2040s. A rail solution that services WSA customers and provides primacy of access to local workers should be the immediate priority.

Conclusion The economic benefits of the corridor are clear. From 2024 to 2040, north south rail will add $44.7 billion in benefits to the economy, reaching $3.6 billion per year in 2040. With rail connectivity, precincts along the corridor will be able to provide up to four times more jobs and six times more dwellings than they would under a business as usual scenario. Rail enables the densification of established town centres along the corridor and the establishment of new activity centres. Unlike roads, rail provides for a more compact urban form, limiting the footprint of development and encouraging the agglomeration of service industry jobs.

There can be no doubt that a north south rail solution is crucial to the sustainable development of the Western Sydney Growth Corridor and its future as a smart city.

A network of opportunity | Western Sydney Rail

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Attachment 2:

Penrith City Council Submission –

Discussion Paper on the Western Sydney Rail Needs Scoping Study

Council’s Preferred Rail Option

It is Penrith Council’s position that only Option 6 provides the connectivity critical for Western Sydney and has the city-shaping potential to lift productivity and liveability in the region through economic transformation along the Option 6 rail corridor. In particular:

 It provides a vital and more inclusive north-south rail connection linking more Western Sydney communities to jobs, education, health and other services and opportunities across the region;

 It links the Growth Centres, the WSPGA, the WSA and other key centres such as Sydney Business Park, Penrith Health and Education Precinct (PHEP), Sydney Science Park and Western Sydney University (WSU) campuses in the region;

 It provides a catalyst for employment, innovation and economic growth in the region to deliver local jobs where people live, helping to address the significant and escalating jobs shortfall in Western Sydney;

 It supports and improves access between the Regional City Centres of Penrith, Liverpool and Campbelltown-Macarthur;

 It reduces the need to travel east for jobs, reducing congestion, improving travel times, increasing productivity and improving quality of life; and

 When integrated with current rail plans, it forms a complete orbital network, supporting the existing east-west corridor and Penrith as the gateway between Sydney and the Central West.

Objectives and Criteria for Assessing Options

Council believes that Option 6, extended to the Sydney Metro Northwest Line, meets

the project objectives as outlined below:

Customer Focus

Greatest potential to service the existing and future communities of Western Sydney, including people expected to work at and use the WSA

Connectivity and City Shaping

Provides critical and more equitable north-south connections linking Western Sydney communities to jobs, education and services

Connects the Growth Centres, WSPGA, WSA, Sydney Business Park, Sydney Science Park, PHEP, WSU campuses and other opportunities to shape the region

Improves connections between Regional Cities and major centres in the region

Promotes employment, innovation and economic growth beyond the WSA, transforming the region

Promotes opportunities for increased town centre densities and more affordable housing

Network Capacity

When integrated with current rail plans, forms a complete orbital network, supporting the existing east-west corridor and Penrith as the gateway between Sydney and the Central West - Western Sydney needs a rail network, not single purpose lines

Environmental Sustainability

Greatest potential to grow the proportion of travel by public transport from existing urban areas and future planned growth, easing congestion and improving efficiency of transport sector

Productivity Greatest potential to contribute to / catalyse sustainable and efficient development in Western Sydney and a WSA

Greatest potential to reduce travel times to jobs, education and services leading to productivity improvements

Social Inclusion

Greatest potential to provide more transport choice and opportunities to create a more equitable city

Financial Sustainability

Greatest potential to connect to other employment and housing areas in Western Sydney to provide the patronage, economic benefit and the frequency required for a major investment in rail

Delivery Risk Minimises disruptions to existing passengers

Safety Applicable to all options.

Key Principles for a North-South Rail Link

While Option 6, extended to the Sydney Metro Northwest Line, is Council’s preferred option of those presented in the discussion paper, Council has also identified a number of principles relating to the form, location and delivery of passenger rail. These principles has been identified in previous submissions to Transport for NSW and the Department of Infrastructure and Regional Development. Council requests that the principles be considered as part of the Scoping Study and subsequent detailed technical investigations.

 Support the growth of Penrith as a Regional City A ‘Y Link’ connection to the Main T1 Western Line should be provided to establish a direct connection to Penrith Station, Penrith City Centre and surrounding developments, to support the role of Penrith as a Regional City and as the gateway between Sydney and the Central West.

 Extend passenger rail to the Sydney Metro Northwest Line

Option 6 must be extended to the Sydney Metro Northwest Line to support and improve access between the North West and South West Growth Centres, and to connect to the WSPGA, WSA, the Regional City Centres of Penrith, Liverpool and Campbelltown-Macarthur, and other key centres such as Sydney Business Park, PHEP, Sydney Science Park and WSU campuses in the region.

 Minimise any potential adverse environmental, economic and social impacts; in particular, the corridor must not:

o resume or destroy residential properties in Orchard Hills or Claremont Meadows; or

o go through endangered Cumberland Plain Woodland

The final alignment of the rail corridor must minimise any potential adverse environmental, economic and social impacts. In particular, it must not adversely impact on residential properties in Orchard Hills or Claremont Meadows, or on endangered Cumberland Plain Woodland. Recognising that the avoidance of all impacts on residential properties might not be possible, Council requests that a robust nett public benefit analysis be undertaken to guide decisions.

 Accelerate the identification and preservation of the rail corridor and delivery of passenger rail Accelerating the identification and preservation of the passenger rail corridor is important to inform current planning processes, including the District Planning process for the West and South West Districts and the land use and infrastructure strategy for the WSPGA. Council also urges the Federal and State governments to accelerate the delivery of passenger rail to support the WSA from day one of its operation and to facilitate the development of the WSPGA and the PHEP.

 Provide a station at Sydney Science Park to service the WSPGA Council strongly supports a station at Sydney Science Park, given its potential to be a significant catalyst for job creation and to help service the WSPGA.

 Optimise performance on the Main T1 Western Line and promote St Marys station as a key interchange

Optimising the performance of the Main T1 Western Line will be critical to providing an effective and efficient public transport system for the communities of Penrith and Western Sydney. In particular, accelerating the frequency and speed of services and synchronising services with those on a north-south rail line will be important.

The NSW Long Term Transport Master Plan identifies a corridor linking the North West Growth Centre (Marsden Park) to Mount Druitt. Council believes that St Marys station should be the key interchange between the Main T1 Western Line and a north-south rail line given its central location relative to the Growth Centres and the WSPGA.

 Undertake an effective consultation process, particularly with affected communities

Council strongly encourages the Australian and NSW governments to continue to undertake an effective process of consultation on Western Sydney’s rail needs and future rail projects in the region, particularly with affected communities.

Clr Memo - Submission on WS Rail Needs Oct 2016
North South Rail submission Final
20161021_Network of Opportunity_FINALv5_low res