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AUSTRALIAN DIGITAL TRAIN CONTROL SYSTEM

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CONTENTS

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Executive Summary
Efficient land transport is vital to the productivity of the Australian economy. Rail is
a key element of enhancing the transport efficiency in both the urban and interstate
networks, but has been hindered by its Federated history and a legacy of under
investment. This has led to major infrastructure bottlenecks in the rail system which
are restricting the expansion of rail capacity and productivity to address rapidly
increasing demand.
There are many investment proposals for rail across
Australia that stand on their merit. This proposal to
Infrastructure Australia (lA) is for an "Australian Digital
Train Control System" (ADTCS) that will provide a
nation-wide approach to rail traffic control management
thereby enabling the rail industry to rapidly advance to a
new digital communications era and in doing so unleash
a surge in productivity and capacity whilst significantly
improving its safety and reliability. This proposal also
recommends Governments address significant policy
shortfalls that are hampering the expansion of rail
capacity to move people and goods in Australia.

Background
History has not been kind to rail in Australia and
much has been written about the differing gauges.
and operating environments across the nation. There
are different signal systems and philosophies in each
state and we currently have 22 radio networks that
are controlled through different mediums.The need to
move beyond this to a national solution is evident.
Harmonising standards and the cooperation within
industry to improve productivity, and the investment
by State and Commonwealth Governments are doing
much to overcome rail's legacy of old and disparate
infrastructure.
However there are extreme pressures to improve rail's
capacity.The impact of climate change, petrol price rises,
congestion in the urban environment and the doubling
of the logistic market over the next 15-20 years all
demand urgent action now.

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The railway industry is keen to meet this challengO


and has a vision that by 2020 will see rai l achieve 95%
of bulk commodities by GTK, 90% of general freight
east west, 50 % of general freight from Melbourne to
Sydney to Brisbane by land GTK and doubling of urban
passenger network patronage.
The achievement of this vision will require investment in
urban networks including metro and light rail systems.
a double track between Melbourne and Sydney. a
dedicated freight corridor through Sydney north, new
terminals and upgrading of the kinematic envelope to
allow investment in modern rolling stock.
All of the above are high priority projects that are worthy
of immediate investment. However, underpinning this
project is the requirement to move to a new generation
of signalling systems and digital train control. It could bD
left to each state in its own time frame to address thi'
issue but history would clearly indicate this would lead
once again to another break of gauge outcome.

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The ADTCS Proposal


The ADTCS will both modernise and standardise
the nation's multiple signalling systems and ensure
interoperable communications, and train protection
and control systems Australia-wide. It would lead to
increased productivity, a quantum leap in capacity
performance of at least 20% which would have
consequential massive savings in greenhouse gas
emissions.The reliability of the systems would improve
) and there would be reduced costs whilst gaining further
improvement in the level of safety. Increased rail use
leads to lower road congestion, lower freight costs,
reduced road crash trauma, increased international
competitiveness, increased social cohesion and many
other benefits.

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This project is fundamental to the advancement of


the metropolitan, regional and inter-capital freight
networks. In practical terms it will ensure every train
is continually monitored and controlled through a
modern digital communication network. By using open
standards and interoperable principles it will ensure
no one manufacturer is favoured, and ensures the six
current manufacturers are brought into competition.
It uses a known platform of ETCS which is compatible
with the ARTC's Advanced Train Management System
(ATMS) Project, and the planned adoption of automated
train protection systems in each metro network.

While visionary in concept it is truly a nation-building


project with commendable economic, environmental
and social benefit. ATCS will provide substantial
improvements in rail safety, efficiency and reliability.
It is proposed to implementADTCS to provide common Monetised benefits would exceed costs, though
management systems for Australi an rail traffic.ADTCS support would be needed in the development phase.
will comprise an interoperable train radio system, in- Support would be justified by substantial additional
cab signalling, automatic train location information, non-monetised benefits. This in turn would lead to
dynamic train monitoring, and external train control. benefits in the industries and sectors served by rail
This is consistent with the European ETCS level 2 - local, interstate and export, increasing productivity,
standard, which has the benefit of removing the need incomes, consumption and employment.
for trackside signalling.

Implementation of the ADTCS will require the


establishment of an oversight regulatory authority
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to manage the communications bandwidth as well as
establishing the interoperable open standards required
for the system to operate. The Australasian Railway
Association (ARA) would establish this agency called
the Australia Rail Network Authority (ARNA).
It is also proposed that the project would move through
a number of stages. Firstly a $20M scoping project to
underpin the funding of the agency to ensure the project
feasibility, establishment of the open standard technical
specifications and the implementation framework. Once
that is completed an implementation Phase would be
undertaken over 10 -1 5 years which is envisaged to
cost multi-billions of dollars.

Th e need to move beyond old and inneficient signalling systems to


a national solution is evident.

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What is.the infrastructure being


addressed?
Physical Infrastructure
This submission addresses the capacity inadequacies of
the Au stralian inter-capital, metropolitan and regional
rail networks. Specifically this comprises the signalling
installations and associated communications systems
that underpin the safe and efficient management of rail
traffic on all rai l networks in Australia, in metropolitan,
interstate and regional networks.
Whilst some aspects of the Australian network have
been upgraded to more modern technology, the great
majority of the network is based on old signalling
technology comprising hard wire cabling, limited radio
communications, traffic signals (lights) and even in
some places staff and picket equipment used in the
19th Century.
This infrastructure is essentially the same technology
which had its origins in the mid 19th Century. It
comprises systems of signals (coloured lights) which
indicate to the train driver whether or not the train is
approved to move into the next section or " block" of
track when the previous train is clear of that section
track. This old technology whilst relatively safe, has
significant limitations compared to current technology
in use internationally, and to a limited extent in
Au stralia.
This old signalling technology does not prevent train
driver human error as demonstrated in both recent
major Australian train crash events - Glenbrook (1999
- 7 dead and 51 injured) and Waterfall (2003 - 7 dead
and 42 injured) .
Additionally, this technology imposes significant
limitat.ions on the train system capacity as trains are
separated by the signal system " blocks".This means that
on a given section of track there is a significant amount
of "empty" track w hich in more modern systems cou ld
be occupied with another train thus enabling increased
capacity and effiCiency.

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The infrastru cture is owned by State and Territory


Governments for urban and regional passenger
networks, and by the Commonwealth for the Australian
Rail Track Corporation (ARTC) national inter-capital
network, formerly known as the Defined Interstate
Rail Network (DIRN) . It would include the Adelaide to
Darwin rail link, and exclude "private" rail lines owned
by mining companies.

Digital Communications
Technology

The submission proposes the adoption of current


proven digital train control technology (involving
digital radio and other communications which will
process data, voice and internet services) to underpin
modern rail traffic management system for the entire
national rail network.This system is already adopted as
the standard in Europe and is being implemented in a
number of European countries.

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Collaborative
The complete rejuvenation I overhaul of Australia's rail
traffic control network will br ing significant benefits
to all passenger and freight services across the nation
in urban and regional communities by significantly
increasing capacity and safety of rail operations.
The proposal has the potential to incorporate the
establishment of digital repeater stations along
interstate and regional rail lines where the existing
mobile telephone networks (such as those owned by
Telstra) do not exist or do not have sufficient coverage
to support the rail traffic control communications.

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Why is it important?
Despite currenttransport planning and investment, virtually all indicators ofAustralian
transport performance are expected to deteriorate over the foreseeable future . Our
continued reliance on road building to solve our transport challenges will not meet
the Nation's needs. Rail is undergoing a significant renaissance which is positioning
it to more than adequately meet the nation's current and future transport challenges.
The following figures for growth shown during 200617 exemplify how passenger
and freight rail impact Australia both socially and economically. (Australian Rail
) Industry Report 2007).

Passenger Transport Task

Passenger numbers increased by 33.7 million


journeys (or 5.2%) to 677.1 million journeys
The national passenger task grew by B.4% to 12.3
billion passenger-kilometres Light rail passengerkilometres grew by 3. 1% to 0.6 billion during
2006/07. LIGHT RAIL passenger journeys across
Australia grew by 4. 1 million or 3. 1% to 136.B
million during 2006/07.

all bulk traffics growing by 5.1 % or 3 1.6 million


tonnes to 647. 1 million tonnes.

Non-bulk traffics now constitute 2.B% of total


domestic rail tonnes

The national rail freight task (measured by tonnekilometres) rose by 5.1 c% (to 198.7 billion
tonnes)

Economic Impact of Rail

Urban heavy rail passenger task increased by O.B There is continual pressure for Australian producers
billion passenger-kilometres or B.7% to 9.9 billion to reduce costs to enhance Australia's standard of
living directly. or to retain or improve the international

Despite a 9.6% reduction in average distance competitiveness of Australia's export industries.


travelled. the national nonurban passenger task
grew by B.S I7. to 1.9 billion passenger-kilometres. "World-class infrastructure is vital to the Australian
economy. It underpins the delivery of essential services.
drives economic growth. supports social needs and is
Freight Transport Task
closely linked to the high quality of life that Australians
Australian rail freight demands are growing inexorably enjoy today." Peter Taylor. Chief Executive. Engineers
based on growth in the economy and population Australia.

increases.

Tonnes carried by the rail sector rose by 3.B% to


665 .6 mill ion tonnes

Total tonnage carried comprised the following


bulk traffics:

coal and ore trades (measured by tonnes)


increased by 5.0% and 6.2%:. respectively.
with

The rail system has been allowed to run down to


levels which are unacceptable to users and hence
business. producers and the community. The current
rail deficit includes inadequate capacity. reliability and
travel speeds resulting in high operational costs (for
trains and maintenance) and an infrastructure backlog.
Consequently significant investment is required to bring
railways up to the standard required to meet owners
and operators challenges and user needs.

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Why is it important?
In its 2005 Infrastructure Report Card, Engineers
Australia rated the rail network as Cl' ) .The individual
State reports ranged from C+ in WA and Qld to D in
NSW. It further noted that "widespread delays remain
and there are uncertainties with new investments",
"There is emerging congestion in many metropolitan
rail networks", and "an integrated transport network
is needed to meet regional activity centres, and to
encourage the transfer of commuters from road to
rail".

The outcomes of infrastructure improvements are


that trains become more operationally efficient which
flows on to lower costs. Reduced costs allow greater
investment in railways, lower costs to transport users
and improvements. to service efficiency. This in turn
reduces costs to producers and decreases prices for
consumers or makes the producers more internationally
competitive. Higher public transport use reduces travel
times for commercial and freight vehicles resulting
in the same benefits to commercial businesses and
producers.

Rail and the Environment


While environmental issues have been evident in
the Australian policy scene for many years, it is only
recently that it has risen to the top of the agenda with
the significance of climate change.
Rail transport is more than 4 times as fuel efficient as
trucks on average, but can be 10 times more efficient
at high demands. Fuel efficiencies translate directly to )
greenhouse gas efficiencies.
Improving freight and passenger rail use and efficiency
has three primary benefits:

reducing greenhouse gases,

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reducing other noxious emissions, and

reducing fossil fuel use .

For example, one train travelling between Melbourne


and Sydney can:
replace 150 semi trailers thereby saving:

Traffic congestion costs in Australia amount to over 45,000 litres of fuel, and saving
$10 billion annually. Heavy vehicle congestion costs rose
130 tonnes of greenhouse gas emissions.
about 50% in the 15 years to 2005 and are forecast to
increase an additional 120% in the following 15 years, Investing in rail systems to improve environmental )
making a total increase of 230% over 30 years.
effiCiency is essential to meet environmenta,
Freight transport derives from economic activity which objectives.
is steadily rising and has recently been strongly surging.
However transport increases at about 24% greater
than the rate that the economy is rising. So for every
4% increase in the economy there is a 5% increase in
freight transport. This increased rate puts ever greater
pressure on the transport system as the economy
grows.
I Th e Report ~ard ratings are:

C - Adequate. Major changes required in one or more of the


above areas to enable infrastructure to be fit for its current and
anticipated purpose , and 0 - Poor. Critical changes required in one
or more of the above areas to be fit for its current and anticipated
purpose .

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Environmental issues have been peripheral to most


transport planning and decision making processes.
There has been insufficient quantitative information and
argument about the accuracy of data so environmental
issues are largely excluded from transport poliCY, such
as pricing and infrastructu re investment.
More
holistic analysis was expected with the
introduction of National Guidelines for Transport
System Management in Australia as required by the
Australian Transport Council, but these have never been
rigorously put into practice. Individual jur isdictions
produce 'State of the Environment Reports',

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'Sustainability Strategies', and 'Integrated Transport


Strategies', partially implemented at best.
Western cities have a heavy reliance on car transport in
particular.Australian cities are amongst the largest in the
world, with the highest car ownership, highest car use
and largest transport networks. These characteristics
result in the highest fuel use and emissions in total and
per capita.

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Rail freight transport is about four times more fuel


efficient than road freight transport on average. This
efficiency can rise to ten times for high demand
transport tasks where rail's efficiencies can be explOited.
These fuel efficiency advantages translate directly into
greenhouse gas emission reductions.
Virtually every developed country around the world
recognises the inherent advantages or rail transport
and it seeking to maximise its use by investment and
other policies.
Australia needs much greater use of rail and other
sustainable transport modes to achieve its greenhouse
gas targets. Without fundamental structural reform of
the transport system, the transport sector alone will
exceed 66% of the total national emissions.
The recently released Garnaut Final Report(2) has
indicated a number of key findings in relation to the
benefits of rail transport:

The transformation of transport emissions will


partly result from a shift to lower-emissions modes,
such as rail and public transport

In inter-regional freight there is greater potential


for mode shift

Rail and shipping also have opportunities for fuel


switching, over road transport, for interregional
freight

There are immediate and growing opportunities


for mode shift, particularly from road to rail

Transport emissions are 14% of Australia's national


emiSSions, but is the second fastest growing sector.
About 90% of transport emissions are attributable to
road transport even though rail transport carries more
of the freight task than road transport. The fastest
growing transport emissions are by articulated trucks,
light commercial vehicles and rigid trucks. Road freight
transport emissions are expected to rise from 33%
in 1990 to 42% in 2020 as a proportion of total road
transport emissions.

In the longer term, the development of a more


substantial rail freight network, along with
intermodal terminals that allow the rapid transfer
of goods between trucks and trains, could permit
an even greater share of freight to be transferred
from road to rail
There are prospects for improving the emissions
efficiency of shipping and aviation

2 The Garnaut Climate Change Review Final Report.

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Why is it important?

The demand for international freight transport will


grow more slowly if shipping and aviation prices
increase. Higher international transport costs
would increase the advantage of producing goods
closer to their site of consumption

The longevity of rail equipment will delay the take


up of lower emissions fuel and technology (This
hints at a solution of accelerated depreciation for
rollingstock?

Community Impact
Transport is vital to modern communities. It is essential
for accessing services. connecting people and providing
goods. Fundamentally transport occurs as a result of
connecting people and goods and services.Accessibility
and efficient transport systems make a significant
contribution to Australian cities being rated as amongst
the most liveable in the world. Some of the more serious
impacts on communities from transport include:

the death of more than I 600 people and serious


injury to more than 30.000 per annum in road
crashes. resulting in a quantifiable cost of over
$20billion per annum;

the deaths of over 1500 people a year. and over


4.500 cases of asthma and other sickness from
transport emissions;

enormous unquantified travel time and transport


costs; and

personal transport times and costs are increasing


as a proportion of available time and disposable
income to the extent that transport is contributing
to family pressure.

As for environmental impacts. many social impacts are


not included in transport planning and decision making.
Rail public transport offers many benefits to individuals
and to cities as a whole. For the majority of users it
is cheaper, safer (rail is more than I0 times safer than
road transport). and more consistent with persona' )
values of sustainability.
All Australian city rail transport systems are under
stress due to increases in demand caused by increases
in population. fuel price and congestion. Australian
communities are being pressured by high mortgage
costs and high fuel prices which will continue into the
future . Improved public t ransport efficiency reduces
community travel costs. providing economic respite for
consumers. This. in turn allows people to afford more
advantageous and efficient benefits such as education.
clothes and health.
Rail public transport urgently needs investment to keep
pace with increasing demand and to maintain quality
of service. A large number of major cities around

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the world value the benefits of rail transport and are


currently developing their systems through investment
and other policies to enhance their cities.
Integrating pubic transport with urban development
enhances the quality of human activity and is seen

minimising environmental consequences

reducing the road toll by reducing crashes

limiting local government road maintenance

limiting road investment demands on Treasuries

improving
agriculture

reducing road infrastructure


government road authorities

maintaining robust transport systems to suit a


variety of futures, including reduced oil availability

greater use of both passenger and freight rail


will benefit business, the environment and the
Australian community in general.

in most modern cities as essential for vibrant cities.

Unfortunately transport and urban development are


still typically planned and provided independently.
Enhancing the efficiency of public transport through
modern digital transport control systems increases
safety, reliability, speed and capacity, while at the same
time reducing costs. In doing, so all the desirable

international

competitiveness

costs

for

for

state

outcomes for cities are improved.

Future Challenges and the


Opportunity for Rail
Australia faces significant challenges in meeting a range
of transport needs:

transport capacity;

greenhouse gases and other pollution;

operation and infrastructure cost escalation ;

congestion and slowing urban travel speeds;

vulnerability to liquid fuel availability and price;


road crashes and health impacts of transport
emissions; and

deterioration of urban amenity increasing funding


demands on Treasuries.

Rail has the potential to address many of these


significant problems for the nation. Specifically, the
benefits of enhanced passenger and freight rail include
the following benefits to the Australian community,
business and the environment:

supporting regional communities

reducing community health effects

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What are the problems?


Legacy of Under-investment
The Australian rail network suffers from a legacy of
neglect over many decades. This stems primarily from
the major shift in movement of freight from rail to
trucks, particularly in the post second world war era.As
trucking became a significant factor in the movement
of freight, so the use of rail for freight reduced.
This trend over time has led successive governments to
significantly und~r-invest in rail over many decades.This
results in the transit time for trains being significantly
less competitive so that we now find that the rail share
of inter-capital land freight movement is as follows:

Perth - Sydney - 80%

Perth - Melbourne - 80%

Melbourne - Sydney - 7%

Melbourne - Brisbane - 28 %

Sydney - Brisbane - 5%

national policy and performance goals to underpin


the improvement of rail transport across the country,
thereby ensuring transport benefits are realised across
the nation.

Other Structural Issues


The Garnaut Report( identifies relevant aspects of this
issue as follows:

The natural monopoly characteristics of hard rail )


infrastructure

the positive externalities associated with new


transport infrastructure and services- new
infrastructure, such as rail lines, can increase the
value of local properties but the party providing
the train line does not capture this benefit

are current arrangements suitable for managing


the changing needs for transport infrastructure
into the future?

the current arrangements for transport funding


may create biases in infrastructure spending in
favour of roads relative to other modes

Adelaide - Darwin - 85%

Importantly this is most significant for the two major


corridors where the bulk of freight is moved, namely
Melbourne to Sydney and Melbourne to Brisbane.
Significant recent investment by the Commonwealth
and State and Territory Governments in both freight
and urban passenger networks is starting to redress
this issue, but much investment is still needed to lift the
national rail passenger and freight network to the level
whereby rail transport and travel becomes genuinely
competitive with road transport.

Jurisdictional Approach to a
National Transport Issue
The current approach to government infrastructure
investment suffers due to a jurisdiction by jurisdiction
approach which does not allow capitalisation on the
economies of scale of national projects. Infrastructure
Australia now has the potential to establish broad

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less funding has been directed to rail. While


this could be understood if the intent were to )
distribute the fuel excise that is levied to pay fOI
road development and to concentrate on roads or
rail lines of significance for the national economy,
it runs the risk of creating incentives for state and
territory governments to give priority to road
(where they can achieve matched funding) over
rail projects (which they must fully fund)
the Review considers that federal funding for
transport infrastructure should be broadened to
include contributions to all modes of transport.
The establishment of the BUilding Australia Fund
and recent commitments to contribute to road
and rail projects to alleviate urban congestion in
Melbourne are steps in this direction.

3 The Garnaut Climate Change Review Final Report Chapter 21

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state governments should investigate congestion


charging in major cities

then pricing structures would take account of


such factors as distance travelled, mass of cargo
(especially for trucks)

the Productivity Commission's recommendation


that incremental pricing form a precursor to
mass-distance-Iocation pricing for freight is worth
another look.

Governments should plan transport infrastructure


and land-use change with a horizon of 40 years or
more

the Review suggests that a single body in each state


and territory should be responsible for transport
policy and coordination across the transport
portfolio

Garnaut summarised this structural issue in the


following way:

there is much ad hoc decision making in transport


planning. The lack of explicit principles in transport
planning results in the implicit use of less desirable
principles, which can create a bias towards some
modes

"Delivering an effective national transport system


requires balancing a wide range of objectives on a
local and regional scale. As a result, although many
jurisdictions have set out principles to guide transport
planning, there is much ad hoc decision making. The
lack of explicit principles in transport planning results
in contemporary Australia, this has favoured
in the implicit use of less desirable principles, which
road infrastructure over rail, cycling and walking .
can create a bias towards some modes. The absence
infrastructure
of principles can lead to systematic discrimination in
favour of continuation of established trends, and in
favour of expansion of modes at the time experiencing
congestion . In contemporary Australia, this has favoured
road infrastructure over rail, cycling and walking
infrastructure.

Transport infrastructure and land-use change needs


to be planned with a horizon of 40 years or more.
Transparent long-term planning will undoubtedly create
controversy, as both higher urban densities and some
new areas of development will be required . However,
failing to make long-term plans will create a burden of
poorly functioning cities that is difficult to unwind and
will last for many decades. Given the clear need for
strategic policy to be coordinated across modes to make
the whole system more efficient, the Review suggests
that a single body in each state and territory should
be responsible for transport policy and coordination
across the transport portfolio. The institution could be
supported by a number of service delivery agencies,
each responsible for a single mode."

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What are the impacts of these


problems?
Almost all indicators of transport performance in
Australia are deteriorating or are not improving,
including:

infrastructure operating and users costs

crashes

travel times

households pay more for goods and services


resulting in lower quality of life .

Greater use of passenger and freight rail reduces the


need for investment in expensive road construction
projects and reduces road maintenance costs, for which
heavy freight is a major contributor. It also improves
road transport efficiency, by reducing congestion.

A robust transport system which makes best use of


all modes of transport is not only efficient, but alsc
and
resilient to external changes which are evident in

health effects
future . The global financial challenges, environmental
challenges, liquid fuel availabi lity, the rise of China and
Economic Costs
potentially India as economic powers and consumers
are
all changes which Australia needs to be prepared
If Australian railways are not economically efficient,
infrastructure costs and maintenance are high, as to respond to with systems which can adapt to change.
well as operational costs. This results in high costs to Relying on fewer modes of transport wi ll restrict
transport users and subsequently to the community and Australia's adaptabi lity to meet future shocks.
producers. Lower transport costs increases the capacity
Some quantified examples of these effects include:
for Australian businesses to be more productive.

Traffic congestion costs in Australia amount to


The economic effects of suboptimal transport systems
over $10 billion annually.
are widespread, including:

Heavy vehicle congestion costs rose about 50% in

passenger transport is more expensive


the 15 years to 2005 and are forecast to increase
an additional 120% in the following 15 years, making

road and rail traffic congestion increases


a total increase of 230% over 30 years.

road and rail travel times are longer than


necessary

emissions, noise and other environmental impacts.

road and rail travel time reliability decreases

road maintenance costs will increase

rail maintenance will increase requiring additional


time, cost and staff

The commercial consequences of these effects are


that

Australian export industries become


competitive reducing export earnings,

less

business costs increase resulting in higher consumer

and business costs depressing the economy, and

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If Australian railways are not economically efficient.


infrastructure costs and maintenance are high.
as well as operational costs. This results in high
costs to transport users and subsequently to the
community and producers.

Higher road maintenance costs

Reduced transport efficiency due to higher


congestion.

Reduced ability to respond to transport system


"shocks" such as global financial challenges.
environmental challenges. liquid fuel avai lability. the
rise of China and potentially India as economic
powers and consumers.

Social Costs
Transport results in numerous community benefits
and impacts. Poor transport systems adversely impacts
regions. communities and cities because transport is
vital. The costs of poor transport systems affect the
whole community in numerous ways. including:

increased travel times which reduce accessibility


to employment, schools. recreation family and
friends;
increased transport costs put pressure on families
reducing disposable income for more productive
purchases. and generally reducing quality of life;

long commuter times also increase pressure on


families' recreational. family and personal time

in regional communities poor transport increases


road damage and hence vehicle wear and damage.
and road comfort;

poor roads increase crashes and their costs.


whereas public transport use has much lower rash
effects;

around 40% of the community cannot drive due to


age. infirmity or economic limitations . Improving
public transport provides access for these people.
which is particularly important in our aging
community;

Strong exponential growth in urban passenger


demand is creating major pressure on urban
networks;

Accessible and efficient transport system options


are not available to meet this demand;

Higher than necessary road accident and emissions


related deaths and injuries which currently costs
over $,2 0 billion per annum;

personal transport times and costs are increasing


as a proportion of available time and disposable
income to the extent that transport is contributing
to family pressure;

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What are the impacts of these


problems?

Australian cities cannot continue to build and


widen freeways due to the amount of land required,
whereas rail transport takes a much lower amount
of land for the same level of transport provided.

Without fundamental structural reform of the


transport system, the transport sector alone will
exceed 66% of total national emissions.

By 2050 transport emission will comprise more


than 66% of the nation's entire greenhouse gas

Whilst a scoping study is underway to examine the


benefits of a new inland rail route from Melbourne
to Brisbane, if this is approved, it is not be likely to
be achieved in the next 10 to I 5 years at least, given
other priorities, such as resolving the highest priority
Environment Costs
infrastructure need of the Sydney freight network North . In the meantime, the lack of infrastructure is

Australian cities are amongst the worst having a


likely to create severe freight and passenger bottlenecks
heavy reliance on car transport in the world, with
which will limit productivity very significantly.
the highest car ownership, highest car use and
Additionally, whilst this new route is likely to greatly
largest transport networks. These characteristics
assist the movement of freight on the Eastern Seaboard,
result in the highest fuel use and emissions in total
the remainder of the Australian passenger and freight
and per capita.
network will still need considerable upgrading to be

Transport emissions are 14% of Australia's national able to effectively deal with the expectec increase in
emissions, but is the second fastest growing sector. passenger and freight demand .
About 90% of transport emissions are attributable
The lack of effective passenger transport options
to road transport even though rail transport carries
is leading to major traffic congestion in cities, which
more of the freight task than road transport.
is estimated to cost more than $1 OB annually. Traffic

The fastest growing transport emissions are by congestion in cities will cost $20-30 billion annually by
articulated trucks, light commercial vehicles and 2020. In the 15 years to 2005 heavy vehicle congestion
rigid trucks. Road freight transport emissions are costs increased about 50%, whilst in the 15 years to 2020
expected to rise from 33% in 1990 to 42% in 2020 it is estimated they will increase by an additional 120%
as a proportion of total road transport emissions making a total increase of 230% over 1990 levels.

emissions target.

Observations from Transport Data suggest personal


transport times and costs are increasing as a proportion
of available time and disposable income to the extent )
that transport is increasing to family pressure.Transport
congestion costs are increasing at a faster rate than
traffic is increasing.

The current access pncmg regime (consisting of


fl ag-fall and variable rate components) supports the
operation of long heavy trains more so, than shorter
The Australian rail industry faces the challenge of being
lighter trains.This makes it difficu lt for smaller trains to
able to meet the increase in interstate freight task which
compete commercially with long heavy trains.Whereas,
is estimated to double by 2020, as well as the continuing
the current pricing regime was created to support
rapid increases in urban passenger demand arising from
the efficiency of the network - long, heavy trains to
increased fuel charges as well as the likely impacts of
maximise the use of network capacity, it is now seen
carbon on use of motor vehicles. This will require new
as a potential impediment to new entrants and/or the
railway infrastructure, as existing networks do not
operation of a mix of trains (long, heavy trains, shorter
provide sufficient capacity to absorb this demand.
lighter trains, passenger trains, shuttle trains etc).

Productivity Costs

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How did these problems come about?


Specifically Australia is lacking:

a strategic plan describing the intended future for


integrated and multi modal transport intentions
and solutions;

a comprehensive policy agenda describing the


directions to meet future requirements; and

adequate data and information from which to base


strategic and specific activities.

) Without this clear context there is a significant risk


that individual projects, while appearing beneficial at
the micro level, are counterproductive to the desired

objectives of the land transport system as a whole.


Furthermore, there is a risk that key elements which
might provide integrated benefits for the various modes
may be overlooked.
Governments appear to have no substantial principles
grounding their support of any mode, resulting in
haphazard policy focussed on narrow, short term and
incremental objectives. Rather, the clear strengths
of each mode (and categories within modes) should
be identified so that policy and tangible support are
directed co-operatively to enhance strengths and
discourage inefficient operations.

Page 14

How might these problems be


addressed?
Options
The significant
of significant
productivity. is
resolved. Three

lack of rail capacity and thereby lack


potential improvement in national
a crucial national issue which can be
possible options are:

review the policy framework and settings to


optimise the environment within which rail can
increase its capacity and productiVity for the
movement of people and goods.
major infrastructure works to increase rail capacity

Review Policy Framework and


Settings
It is essential that the desired system for land transport
be clearly defined and described as the goal towards
which all transport policy decisions are aimed. This can
be achieved through:

better planning systems and methodologies;

using better data and information;

)}

broadening the perspective (some decisions are


currently based on narrow views. eg from a road
system perspective based on the infrastructure.
not taking other factors into account); and

conducting analysis on a holistic basis.

by duplicating existing tracks. with the consequent


related infrastructure changes including other
major engineering works such as tunnels.

installation of a national digital rail traffic control


system in urban. regional and inter-capital networks
to optimise existing tracks

r:)

One important element of strategy is to take account


of a variety of futures to develop robust plans. Plans for
the future need to consider reasonable possibilities such
as dramatically increasing fuel prices. emissions trading.
constraints caused by public demands. skills availability
and so on. Optimising use of existing infrastructure
should be pursued as the first and preferable option
before embarking on other major system changes.
The Australian Rail Industry recommends that )
transport policy be further developed.The policy should
consider at least the following elements relevant to rail
infrastructure:

Page 15

Federal funding for infrastructure should include


contributions to all modes of infrastructure

Congestion charging to encourage public transport


usage

Incremental pricing as a forerunner to mass


distance charging

Planning transport infrastructure and land change


with a horizon of 40 years or more.

Strategic policy to be coordinated across all modes

with a single body in each state and territoriy to be


responsible for transport policy and coordination
across the transport portfolio.

National service delivery agencies should be


established so that each is responsible for a single
mode .

Pricing structures should take account of such


factors as distance travelled, mass of cargo
(especially for trucks)

Major Infrastructure Works


It is recognised that a number of major projects
(tu nnel, extra track etc) are being proposed by different
ju risdictions as a means of increasing rail system capacity,
and this is supported . However, in addition to hard
infrastructure, there are other projects that also need
to be focused on to produce infrastructure benefits.

Installation of Digital Rail Traffic


Control Systems
At an international level , rail traffic control technology
has evolved to the stage whereby excellent control
over train movements is feasible providing the ability
to continuously monitor train location, and to override
train operation ie stop a train if necessary, when
that train has exceeded safety margins. Further, the
technology can reduce the gaps between trains, safely,
thereby increasing capacity and productivity significantly,
without the need for very expensive building works
such as additional rail tracks.
Digital rai l traffic control systems can be utilised in
all rail environments namely, urban/metro, regional
and inter-capital. The technology is well proven being
already in operation in Europe, recently been mandated
in the US, and is being adopted in India and South East
Asia.
The Rail Industry strongly recommends this option as a
very effective small footprint capacity-multiplier which
will transform the Australian rail network into a high
capacity, technologically current and safer network. It
will not require the level of major engineering works
that is required to duplicate tracks although in same
cases this duplication may still be warranted.

Page 16

What should be done first?


Industry strongly supports the continuing development of national transport
policy and strategic frameworks for transport. This should be developed as
a matter of urgency to facilitate optimised transport mode usage.
Industry strongly urges the establishment of the
"Australian Digital Train Control System" (ADTCS). in
all States and Territories as a critical rail infrastructure
Initiative to achieve increased capacity and
productivity for both urban passenger and freight rail
infrastructure.

The Australian Digital Train


Control System (ADTCS)
Australia's outdated and low capacity signalling train
control systems (which differ in each jurisdiction)
need to be replaced by a modern integrated national
digital train control system that will deliver significant
productivity and capacity benefits whilst also adding
significant layers of safety to the entire Australian rail
network.
The ADTCS will be interoperable across different
networks and also be constructed to a level of complexity
appropriate to the level of traffic operating in the
network. This will mean there are three interoperable
elements of the single national train control system.
servicing all Australian rail networks:

the Defined Interstate Rail Network (or Intercapital network), managed by ARTC, operating
the GSM-R communications based Advanced Train
Management System (ATMS) which is currently in
the process of proof of concept

the capital city Urban networks managed by each


urban passenger rail operator utilising a system
similar to the Automatic Train Protection (ATP)
being planned in Sydney by RailCorp, and being
examined also in varying forms in Victoria and
Queensland

Page /7

the regional networks managed by relevant


state jurisdictions, potentially serviced by a less
sophisticated version of ATMS technology.

Each of these would have different levels of sophistication )


but would be allow trains to freely operate across
systems in a seamless manner. The three interlinked
systems would be interoperable and resourced by a
number of national suppliers (currently 6) all operating
to open standards.
This proposal overcomes the lack of integration
between bespoke jurisdiction-based train traffic control
systems to establish the digital equivalent of standard
gauge railways across the entire country, in both heavily
congested urban as well as dispersed interstate and
regional railways.
This world class technology, which is already the
European standard and is operational in a number of
European countries will apply to all railways across
the country - interstate, regional and urban systems )
and will significantly enhance national productivity and
safety across all these networks.

.
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How does it work?


The proposed Australian Digital Train Control System
(ADTCS) is a highly effective signalling/traffic control
system which also controls train speeds. It will build on
theAdvancedTrain Management System (ATMS) that is
subject to "proof of concept" evaluation by the ARTC,
and the Automatic Train Protection (ATP) system being
trialled by RailCorp in New South Wales, and it will
be configured utilising the standards adopted in the
) European ETCS level I and 2, with potential to move
to the future standard ETCS level 3.

----

--

--

Positioning Systems (GPS),digital radio communications


(such as GSM-R), transponders and wayside devices
that provide track detection capacity.
This technology is already being implemented in
Europe under the title of ERTMS or European Rail
Traffic Management System. This is further explained
at Appendix 2.

What are its benefits?


The following benefits apply to the proposed ADTCS.

Operational
The system incorporates a monitoring system that
exchanges information between the ground and the
train to locate the precise position of the train, and a
movement control system which allows speed limits
to be transmitted to the train driver whilst monitoring
the driver's response and if necessary, applying the train
brakes in an unsafe situation .
The ADTCS is a digital train control system that form s
an overlay over current signalling systems (eventually
replacing these systems), monitors the position of
trains in the network, provides train speed guidance
to drivers, and delivers control of train movement
authorities.
) The technology provides real time monitoring of
train positions and speed etc using differential Global

significantly increased capacity in all networks in


the order of 20% or more without needing to build
new tracks in parallel and associated infrastructure
works

reduced transit times, improved reliability, reduced


maintenance and train crew costs

improved service availability, enhanced competition',


and significantly improved operational flexibility
and reliability

resolve incompatibility of current signalling systems


across borders

fuel savings of between 5 and I 0 percent,

reduced Rollingstock maintenance costs,

Sodo-economic

increased urban passenger use with savings on


hidden costs of urban travel

improved image of rail and its attraction to the


resource market

larger skill base through use of national common


standard

improved rail industry employment profile via new


digital technology competencies

Page /S

What should be done first?


Safety

prevent train collisions/crashes like Glenbrook,


Waterfall by automated intervention

increased track worker protection

level crossing safety - system communication to


motor vehicles a possibility

emergency communications systems


network especially at platforms

Governance

across

Security

Note - Train operators will face some increased costs


associated with the installation of on-train equipment
to create the operational interface with the ATMS
system.

enhanced security via CCTV which is supplied by


digital communications system

Business benefits:

net reduction in cost of ownership

improved asset / resources utilisation

improved customer satisfaction

client - customer attraction through improved


travel experience

reduced infrastructure costs

lower cost of ownership

negates replacing outmoded train


technologies with similar technologies

control

Industry proposes that governance would be provided


by the new organisation known as the Australian
Rail Network Authority (ARNA) which would be
established under the auspices of the ARA (much )
like the successful Rail Industry Safety and Standards
Board which is established, receiving co-funding from
Government and Industry) .
The ARNA would be an incorporated body established
by the ARA and its brief would be:

oversee the project management of the Scoping


Study

ensure engagement of appropriate stakeholders

ensure timely
outcomes

recommend to Government the way forward after


the Scoping Study

reporting

of

progress

and

Its membership would comprise senior Industry )


representatives of both rail operators, infrastructure
managers from all jurisdictions, with representation from
Government and Industry. It would also incorporate
technical expertise from Industry.
This organisation would report to both the ARA
Executive as well as Senior Commonwealth and State /
Territory Government representatives.

Project management
ARA proposes that the first stage in this Project would
comprise a scoping project to be completed by end
2009, to examine:

Page 19

the technical elements of the proposed ADTCS,

.. '.

its potential application to networks around


Australia,

the budget for such a roll-out over I0 to I 5 years,


and

the costs and benefits of the project.

The scoping would be informed by experience of ARTC,


RailCorp, Victorian Government and Queensland Rail
all of whom are undertaking ADTCS type evaluations
in one form or another, as well as the initiation of the
ERTMS project in Europe.
The Project is anticipated to cost in the order of
$20M.

Outputs
Outputs of the Scoping Project would include:

estimated costs and benefits to provide effective


cost benefit analysis

technology options

development of detailed plan using ARTC and


RailCorp trials I pilots and experience in Europe
ERTMS as starting point

application of an "open standards" approach to


ensure effective competition for the supply of
components and systems (6 suppliers already
operating in Australia)

research into interoperability between GSM-R and


Next G data and other technology options

requirements for radio spectrum allocation

governance structure based on the idea of a


proposed Australian Rail Network Authority
(ARNA) which would be established under the
auspices of the ARA (much like the successful
Rail Industry Safety and Standards Board which is
established, receiving co-funding from Government
and Industry)

expansion of freight terminals to cope with


increased rail system capacity.

Page 10

.'

What should be done first?


Constraints

Implementation

A number of constraint issues need consideration

Implementation of theADTCS.The scope and costing of


this project would be determined in the Scoping study.
It is expected to require multi billion dollar funding.

Resources - this project is very much about


modifications to trackside and on-board train
digital technology. It will not require very significant
hard infrastructure assets.

Bandwidth - allocation of new communications


bandwidth will be required.

Governance -this is proposed via the establishment


of the joint Industry and Government see ARNA
proposal (see above)

Implications of increased capacity - improvements


the capacity of the Australian networks will have
ramifications for freight operations in terms
of whether the existing Freight Terminals are
adequate. Furthermore. improved passenger train
capacity is likely to have implications on current
passenger station throughput with potential
impacts on station and train design to upgrade
passenger embarkation / disembarkation

Interoperability between GSM-R and Next G datanew mobile phone and other telecommunications
technologies are likely to impact on the selection
of technologies for the ADTCS.

Suppliers - Australia is well served with


technology companies that would be involved. Six
companies are already operating in Australia which
provides opportunity to function in a competitive
environment.

Standards - open standards already exist in Europe


and these are likely to be useable in the Australian
context.

How long to make a difference - it is expected that


the ADTCS wou ld be in full operation by 2020.
Implementation will provide an immediate impact
on productivity capacity.

Page 21

This project would be implemented in stages following


on from ARTCs ATMS and the RailCorp ATP projects:

Implementation in the Sydney and Melbourne


networks as a priority. with other metropolitan )
networks to follow

Application to regional networks would follow.

Implications
Implications for existing infrastructure are positive in
that the technology would initially provide an overlay
of existing technology. that is equipment would be
fitted to trains and track and be used by appropriately
upgraded Rollingstock. without interfering with current
technology. When all Rollingstock has been retrofitted. the old infrastructure (signalling infrastructure)
would be removed. This provides the added benefit of
significantly reducing the on-going maintenance burden
for what in many cases is outdated infrastructure.

.".... .

....

List of Appendixes
Appendix I
Appendix 2

AClL Tasman assessme nt of economic impact.


ETCS Diagram and brief overview.

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