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Goodwood Junction Grade Separation Project; Adelaide Australia

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Goodwood Junction Grade Separation Project; Adelaide Australia TECHNICAL ARTICLE AS PUBLISHED IN The Journal July 2017 Volume 135 Part 3 If you would like to reproduce this article, please contact: Alison Stansfield MARKETING DIRECTOR Permanent Way Institution [email protected] PLEASE NOTE THE OPINIONS EXPRESSED IN THIS JOURNAL ARE NOT NECESSARILY THOSE OF THE EDITOR OR OF THE INSTITUTION AS A BODY. TECHNICAL Goodwood AUTHORS: Dariusz Fanok and Andrew Kalionis Junction grade Department of Planning Transport and Infrastructure separation project; South Australia Adelaide Australia SUMMARY plan to revitalise the Adelaide rail system “leafy” suburbs whose residents were anxious generally. In simple terms, the proposed to avoid any unacceptable impact upon their For many years, one of the major bottlenecks project comprised of a rail under pass to take daily lives. Finally, and not least of all, the on the Adelaide Rail network was that at the Seaford line under the interstate freight line ARTC freight services were to be maintained Goodwood Junction which saw a grade conflict and the Belair passenger line. without interruption throughout the construction between, on the one hand, the Australian period. Rail Track Corporation (ARTC) standard The project was a complex one, being gauge interstate freight line and the Public contained as it was by a narrow rail corridor The management of the project was Transport Services (PTS) Belair broad gauge managed by two separate rail authorities; undertaken by the South Australian passenger line and, on the other hand, the PTS constrained by two level crossings; the Department of Planning, Transport and Seaford broad gauge passenger line. With an proximity of two pedestrian crossings; Infrastructure and this article outlines how increasing need to introduce more frequent Goodwood passenger station; the Glenelg the various challenges were addressed in the passenger services and the continuing growth/ Tram over pass; Brownhill Creek; a trunk sewer completion of a difficult job both on time and demand for greater freight capacity on the line and a variety of underground and overhead within budget. ARTC line, the South Australian government utility services. Another challenge presented concluded that a grade separation proposal during the implementation of the project was should be implemented as part a broader the fact that it was located in one of Adelaide’s Image 1: Aerial Project Overview 32 TECHNICAL CONTRIBUTION OF THE WORKS from subcontractors, who were engaged ARTC (STANDARD GAUGE) TO THE SERVICES PROVIDED BY and challenged to think outside the box in the conduct of even the most mundane tasks. • 560 lineal metres of track THE EMPLOYER • 1220 lineal meters of rail (reused existing) • 50kg rail The Melbourne to Adelaide railway is the OCCUPATIONAL HEALTH, • 74 welds busiest intermodal freight link in Australia and SAFETY, WELFARE AND • 836 sleepers with rail pad and 2 fast clips is a significant carrier of freight, with over 7 ENVIRONMENTAL ISSUES on each million tonnes of goods carried in 2011/12. ASSOCIATED WITH THE WORKS BELAIR (BROAD GAUGE) Freight movements are expected to increase To ensure the safety of personnel working from a minimum of the underlying economic in the rail corridor, whilst adjacent to an • 1110 lineal metres of track in mainline, growth up to 7%, as has been occurring on operational freight rail line, the team managed 225 lineal metres in the Belair Loop the Australian Rail Track Corporation (ARTC) the possession and the safety of the rail • 2670 lineal metres of rail network. Based on estimates provided by the corridor during the shutdown period of the • 50kg rail ARTC, the number of freight train movements passenger rail network, including integration • 186 welds could increase from around 80 per week with the adjacent operational ARTC rail line • 1993 gauge convertible sleepers with rail currently, to between 100 and 150 by 2024. and managing the operation of the contractors pad and 2 fast clips on each. involved in the project. Zero Lost Time Injuries • 120m passing loop (including two Prior to the Goodwood Junction Project, (LTI’s) occurred through diligent occupational turnouts – one new and one refurbished) the interstate mainline crossed over the health and safety implementation and suburban passenger lines, causing delays performance. SEAFORD (BROAD GAUGE) to the interstate trains as they waited for the suburban passenger trains to pass. With In addition to the existing safety provisions • Total Up and Down Track 3054 lineal the planned increase in passenger service that were implemented in accordance with metres of track (1121 lineal metres of frequency on the upgraded rail network, the the relevant standards and codes (e.g. bridge track slab) delays to interstate trains were anticipated to code), this approach resulted in changes to the • 3866 metres 50kg rail increase. design with the objective of reducing risks and • 2242 lineal metres 50kg head hardened improve safety, including: rail (through track slab) As a consequence of having to stop, the • 428 welds typically 1500 metre long freight trains • Design of the underpass to reduce the • 3448 Pandrol Vipa Rail Fastening System decelerate and travel at reduced speed (down length of enclosed space and resulting pads (on trackslab) to 20 km/h) through the adjacent signaled road safety risk and avoiding the underpass • 2881 gauge convertible sleeps with fast level crossings. This causes considerable being classified as a tunnel clips delays to road traffic on Cross Roads, Leader Street and Victoria Street as vehicles queue, • Relocation of the underpass pump station IDENTIFIED DIFFICULTIES waiting for the interstate freight line to clear. chamber away from the rail overbridge to These delays were in the order of five minutes improve the stability of the bridge support ARTC TRACK SLEW on each separate occasion. piles A key challenge for several stages of the Grade separation of the Seaford and ARTC • Provision of a diagnostic and monitoring project was the continuing operation of the lines has significantly improved the speed and internet-based Aquaview system to ARTC freight line, which continued to operate efficiency of transporting goods i.e. typically 20 ensure that PTS maintenance staff through the worksite during construction. per cent less journeys have been required to and train control were aware of the This particular challenge required a number transport the same tonnage of freight. operational status of the pumps of safety measures to be implemented, including scaffolding and track protection for Freight train transit times have been reduced, • Provision of CCTV to identify and notify construction activities and tightly controlled and delivery services have been more reliable, train control of unauthorised access to scheduling of such activities. At Goodwood, whilst goods being transported by road have the underpass undertaking major civil works next to a live benefited by reduced delay times at railway freight rail line meant that the worksite had to level crossings i.e. boom gate activations at • Reducing the need for maintenance/ incorporate the existing, slewed, ARTC freight Victoria Street have reduced by approximately operational personnel to enter the drive, line as well as having to accommodate the 70 per cent due to the grade separation of the by accessing the pump station from a ultimate alignment in the context of maintaining Seaford passenger line. A more efficient freight ground level maintenance access point freight train movements. The project team line has resulted in fewer heavy vehicles on and by removing equipment that required minimised the rail slew length by completing our local roads with benefits to all road users maintenance from the underpass early demolition of existing infrastructure and (commuters, business, public transport and than relocating the passenger rail tracks. This emergency services). • Provision of throw screens at the top of enabled construction crews to maximise use of the underpass including areas of potential the limited space. More than 1,050 workers were employed to unauthorised access and consideration of design and build the Goodwood Junction potential locations for suicides Several modifications to the freight line underpass and its associated works. signalling system were required to separate The preferred management system was DEMONSTRATED ECONOMIES this system from the new signalling and instrumental in delivering outcomes that communications arrangements being deployed minimised community impact without IN THE SELECTION AND USE OF over the passenger network. All of this was jeopardising project deadlines and the MATERIALS undertaken in a very compressed timeline. resumption of train services. The Goodwood Junction Grade Separation Possession of the site was granted in early January and by 21 January, the first temporary The project lasted over 368,000 hours with involved the installation of the following slew on the eastern side of the corridor was an injury frequency rate of 2.72 and was materials: already completed. This realignment allowed completed with zero Lost Time Injuries, an the main bridge deck to be constructed. achievement resulting from positive buy-in 33 TECHNICAL Following the completion of the main bridge, TRACK SLAB The benefits included: the second slew was carried out on 23 March for the final alignment. The project was the first to utilise rail track • Less construction depth than the slab systems in the South Australian rail equivalent ballasted system reduced SIGNALLING network. Track slab is a form of railway the overall total depth of the railway track construction offering proven superior underpass, the volume of the cut and the The operational signalling had to be maintained performance in service and a longer life length of the piles throughout construction of the project and this than traditional ballasted track. The design • Sleeper gradients, which critically was made more difficult as a result of it being considered: reduced the total length of the underpass an old and delicate system. Both internal and and allowed it to fit between the two external expertise (PTS and Rail Industry • Rebound heave of clay soils following the existing constraints (i.e.
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