rail bus ferry reports industry
Annual Transport Industry Safety & Reliability Reports 2006-07 ABOUT THIS PUBLICATION
The Independent Transport Safety and Reliability Regulator (ITSRR):
> regulates rail safety (its primary function)
> oversees strategic coordination of the regulation of rail and public transport safety, and
> advises and reports on the reliability of rail and public transport that receives Government funds.
Under the Rail Safety Act 2002 and the Transport Administration Act 1988, ITSRR is required to prepare public reports on these three areas.
This publication includes ITSRR’s reports on rail safety and rail and public transport reliability.
ITSRR’s Annual Report includes its report on strategic coordination of rail, bus and ferry safety regulation.
ITSRR’s strategic coordination function is carried out through its liaison with the Ministry of Transport (buses) and NSW Maritime (ferries).
Annual Transport Industry Safety & Reliability Reports 2006-07 ISSN 1835-3339 November 2007
The Independent Transport Safety and Reliability Regulator is pleased to allow this material to be reproduced in whole or part, provided the meaning is unchanged and its source, publisher and authorship are acknowledged. contents
Overview of rail and public transport industries 2 Rail Industry Safety Report 2006-07 11 Transport Reliability Report 2006-07 35 Glossary 73
Annual Transport Industry Safety & Reliability Reports 2006-07 Overview of NSW rail and public transport industries
1. Overview context 3 2. NSW rail industry 3 2.1 Background 3 2.2 Heavy rail 3 2.3 Employment 6 2.4 Regulation 6 3. Bus, coach and charter industry 7 3.1 Background 7 3.2 Bus 7 3.3 Coach and charter 8 3.4 Regulation 8 4. Ferries 9 4.1 Background 9 4.2 Ferry route services 9 4.3 Regulation 9 5. Other aspects of transport and public transport in NSW 10
OVERVIEW CONTEXT
This Overview provides background information on the industries covered by the rail safety and public transport reliability reports. Given ITSRR’s legislative focus on rail safety, this publication provides greater detail about this industry. More information on the bus and ferry sectors is available on the Ministry of Transport and NSW Maritime websites and reports. There are other elements of the transport industry in NSW, such as taxis, hire cars, road and sea freight services. These do not fall within ITSRR’s remit and are not addressed here.
NSW rail industry
Map 1: Heavy rail network in NSW
Werris Creek Broken Hill Dubbo
Broadmeadow Lithgow
Goulburn
Albury
2.1 background 2.2 Heavy rail Below-rail net works The ‘below-rail’ networks in NSW are For ITSRR’s purposes, railways are The heavy rail sector in NSW comprises designed to reflect the predominant rail defined as ‘guided systems designed to four segments: traffics that use them. Characteristics of transport passengers or freight on a > ’below-rail’ or track and the networks include track classes,1 and railway track with gauge of at least infrastructure networks signalling and communications 609mm (2 feet), together with its technology. An important matter is the infrastructure’. These railways include > ’above-rail’ or fleet and train ownership and control arrangements. heavy rail systems such as that of operations on the networks RailCorp, Pacific National and the > ancillary facilities including Australian Rail Track Corporation as terminals, stations and sidings well as light rail and monorails. > support services such as construction and maintenance of infrastructure and fleet.
1. There are five basic track classes in NSW distinguished by matters such as ballast depth, sleeper type, and rail type and weight. The highest (best quality) is class 1, and at the other end of the scale is class 5. Within each class, a number of sub-classes may exist reflecting combinations of different rail and sleeper types
Overview of NSW rail and public transport industries The Metropolitan Rail Area (MRA) Tracks in the Hunter Valley network are The Country Regional Network (CRN) centred on Sydney is controlled by the Class 1 and are specifically designed to is controlled by the Rail Infrastructure NSW Government State Owned carry heavy axle loads.4 Line-side Corporation (RIC), the NSW Government Corporation RailCorp. RailCorp also signalling with centralised train control State Owned Corporation. It is vertically operates the predominant traffic on is used. Issues in the Hunter Valley separated and comprises the residual of this network – CityRail’s urban and include the coordination of the coal the NSW ’below rail’ network. 2 interurban passenger services. The logistics chain which includes the The CRN comprises around 3,025km of MRA includes around 1,980km of mines, the rail network and rail line. There are a variety of track classes track, sidings and yards. operators, the stockpiles and and signalling systems which reflect The MRA is part of the standard gauge shiploaders at Port Waratah and traffic levels and types on those lines. rail link between Australia’s mainland Kooragang Island and the ship arrival Broadly there are two groups of lines: and departure pattern. ARTC is capitals and major industrial centres.3 > implementing a substantial investment Class 1, tracks with computerised Freight traffic on the MRA includes safeworking systems, and Class 2 container trains moving to terminals in program to increase the capacity of the rail network. and 3 lines with token type Sydney and to Port Botany, container safeworking systems to major and industrial products trains moving The Defined Interstate Rail Network regional centres such as Tamworth, between Brisbane and Melbourne (DIRN) in NSW controlled by ARTC Narrabri, Moree, Dubbo, Griffith through Sydney, and grain and coal to commences at the end of the MRA and Orange. These are used Port Kembla. The MRA therefore plays with the North Coast and Main South regularly by mainline locomotives an important role in the national freight Lines, with the Moss Vale line at for hauls of general freight and bulk task. It is the only network in Australia Unanderra, and at Parkes on the freight to the ports. Passenger trains on which both large scale urban Country Regional Network with the also run to these locations. passenger and freight tasks share the Western line. It includes links between same tracks. Cootamundra-Parkes-Dubbo-Werris > Class 4 or 5 tracks with token type safeworking on branch lines, some Tracks in the MRA are Class 1, with Creek/Ulan-Muswellbrook. The DIRN of which are classed as ’restricted’. line-side signalling and centralised train connects Sydney and the other These more lightly constructed lines control. Major issues within the MRA mainland State capitals and major 5 are used seasonally by light axle include existing capacity constraints industrial centres. locomotives for bringing grain onto particularly during suburban passenger The DIRN is 3,291km in NSW and the mainlines. train peak hours. Future growth in tracks are generally Class 1.6 passenger and freight markets also Centralised train control is being The CRN plays an important role in presents significant challenges for the introduced for the full route length limiting heavy truck movement on local MRA including traction power between Melbourne and Brisbane. roads and highways, particularly at capabilities for the planned new The predominant traffics on the DIRN is grain harvest time. Two significant CityRail fleet, and line capacity for intermodal and industrial freight. There issues for the CRN are the condition of large freight trains. is additional freight traffic that enters the restricted lines, and the potential The 534km Hunter Valley network, the lines from rural NSW, for example, for increased traffic on some lines centred on the port of Newcastle, is grain trains bound for Port Kembla and particularly coal from the Gunnedah vertically separated and controlled by rural container trains moving to Port and Narrabri areas. the Federal Government’s Australian Botany. Some coal trains also operate Rail Track Corporation (ARTC). It is on the North Coast line. The DIRN is predominantly used for coal freight also used by long distance passenger from Hunter Valley mines, and includes trains including the CountryLink dedicated coal lines from Maitland to services to Brisbane and Melbourne, the port. Beyond Maitland up the and the Indian-Pacific. Hunter Valley and North Coast, coal Investment in the tracks to improve the traffic shares the tracks with intermodal performance of rail against truck and other freight services as well as competition is a significant national limited passenger services. issue. ARTC is currently implementing a substantial investment program on the DIRN including in NSW.
2. The control of network and train operations by a single organisation is known as ’vertical integration’. The control of network and train operations by different organisations is known as ’vertical separation’ 3. Including Brisbane, Newcastle, Sydney, Port Kembla, Melbourne, Geelong, Adelaide, Whyalla and Perth. Standard gauge is 1,435mm between rails. Other parts of the links between the capitals include the Australian Rail Track Corporation’s Defined Interstate Rail Network segments, Westnet Rail’s Kalgoorlie to Fremantle line, and the Tarcoola-Alice Springs-Darwin line 4. For the purposes of this discussion the line segment between Werris Creek and Muswellbrook is included in the DIRN 5. For the purposes of this discussion the MRA has been excluded from the DIRN 6. With the exception of Parkes-Stockinbingal and Dubbo-Binnaway-Werris Creek which are Class 2
Above-rail While not in the heavy rail segment, Freight tasks are usually measured The ’above-rail’ part of the industry Veolia Transport carries a substantial by tonnes, tonne kilometres, either comprises the movement of passengers amount of passengers on its Sydney gross (gtk) or net. In NSW the most and freight on rail fleets. Light Rail and Monorail services. significant task is coal haulage in the The 7.2km light rail and 3.5km monorail ARTC’s Hunter network which handled The passenger segment is dominated systems are vertically integrated around 85 million tonnes in 2005-06. by RailCorp’s CityRail. RailCorp operates with Veolia Transport also controlling General freight including intermodal a commuter railway extending the tracks. containers involves lower density but somewhat beyond the MRA to towns longer haul tasks. in the Hunter Valley, the Southern Tourist and heritage railways also carry Highlands and the Central West as far passengers in NSW. Operators include The freight tasks of the NSW as Bathurst. It is the only commuter Perisher Blue Ski Tube, Zig Zag Railway Government-owned rail networks heavy rail operator in NSW. It has a Co-op Ltd, Sydney Tramway Museum, are shown in Table 2. fleet of 1,531 carriages, 300 stations Glenreagh Mountain Railway, and the Pacific National has the largest rail and operates around 2,500 services NSW Rail Transport Museum. Some of freight task in NSW. This includes coal per weekday. these operators use their own tracks, haulage in the Hunter Valley and while other tourist services operate on CountryLink, also owned by RailCorp, intermodal and industrial hauls on the tracks owned by others such as the MRA and DIRN. Pacific National, under is the principal provider of long distance MRA and the DIRN. passenger rail services with around a deed with the NSW Government, was 16 daily rail services. Great Southern A summary of the passenger task is also obliged to haul grain on the DIRN Railway, operator of the Indian-Pacific, shown in Table 1 below. and CRN in 2006-07. also provides some long distance Other major freight operators include train services. Queensland Rail (coal and intermodal), and Australian Southern Railway (grain, industrial and intermodal).
Table 1: Rail passenger task NSW 2006-07
Passenger journeys Train km CityRail 281.3 million 35.5 million CountryLink 1.6 million 5.0 million Veolia 6.3 million 0.7 million Other operators(a) 0.5 million 0.4 million
(a) Includes tourist and heritage operators Source: Operator reports to ITSRR 2006-07
Table 2: Freight on NSW Government networks (million gross tonne kilometres)
Coal Grain Minerals General Total MRA(a) 2,227 449 348 3,573 6,597 CRN(b) 486 885 324 1,224 3,138 (a) 2005-06 (b) 2006-07 Source: Rail Infrastructure Corporation, RailCorp, September 2007
Table 3: Rail freight operators in NSW 2006-07
Train km Pacific National Ltd 14.4 million InterRail 1.2 million Patrick 0.6 million Australia Western Railroad Pty Ltd(a) 0.6 million Southern and Silverton Railway Pty Ltd 0.4 million
(a) Formerly Australian Southern Railroad Source: Operator reports to ITSRR 2006-07
Overview of NSW rail and public transport industries Facilities Major organisations in this field include: the NSW Government to consider Ancillary facilities include stations > construction contractors such as which would enact the model legislation terminals and private line connections John Holland Pty Ltd, Laing in NSW. to the networks. O’Rourke and Theiss Hotchtief General business regulation for the rail industry includes that of the Trade Nearly all stations in NSW are controlled > specialist engineering contractors Practices Act 1974. by RailCorp. This includes the suburban such as Speno Rail Maintenance CityRail stations on the MRA, as well as Australia An issue of some significance for the the country stations on the Hunter rail industry is the potential application > network, the DIRN and the CRN.7 rolling stock manufacturers such of those parts of the Trade Practices as EDI Rail Ltd, and United Group Act 1974 that allow for access to The light rail and monorail tracks and Rail Services facilities in Sydney, including respective essential infrastructure of national stations, are controlled by Veolia. > rolling stock suppliers and lessors significance. This arises from the such as Chicago Freight Car Leasing National Competition Policy following There are a variety of ownership and agreement by Australian Governments > control arrangements of terminal rolling stock maintainers such in 1995. The NSW Rail Access facilities. Some above-rail freight as Bradken Rail and Pacific Undertaking currently covers all of the operators own or control terminals, for Rail Engineering. below rail network in NSW. ARTC has example, Pacific National at Chullora. submitted to the Australian Other terminals are controlled by other 2.3 Employment Competition and Consumer parties, for example, Botany Yard is Segment statistics for output or Commission an alternative Access controlled by RailCorp and Port turnover are not available for the rail Undertaking to apply on its leased Waratah by Port Waratah Coal Services. industry in NSW. However, a broad network from 2007. A number of privately owned lines and approximation of the scale of the Other economic regulation relates to the sidings connect to the NSW networks. industry and its employment by determination of maximum fares for These include ‘balloon loops’ at coal segments is provided by employment as CityRail by the Independent Pricing and mines, grain silo sidings and lines in shown in Table 4 below. Regulatory Tribunal (IPART). IPART is industrial areas such as Port Kembla. considering an application by RailCorp 2.4 Regulation Support services for a rise in CityRail fares. Other fares, The rail industry is subject to safety for example CountryLink fares, and Organisations that construct or freight rates are not regulated. maintain infrastructure or rolling stock regulation under the Rail Safety are included in the rail industry for the Act 2002. ITSRR is the rail safety purposes of the Rail Safety Act 2002. regulator in NSW. While a substantial amount of In June 2006, draft national model rail maintenance is conducted in-house by safety legislation was approved by the organisations controlling track or Australian Transport Council (ATC). In operating fleet, there also is significant June 2006, the ATC approved contracting out of maintenance and supporting national model regulations. construction tasks. ITSRR has prepared draft amendments to the Rail Safety Act 2002 for the
Table 4: Employment in the rail industry 2006-07
Estimated employment RailCorp 13,993 Below rail 1,330(a) Above rail – passenger 864(a) – freight 3,225 Support services 3,299 Total (estimated) 23,000
(a) Excluding RailCorp Source: Operator reports to ITSRR 2006-07
7. In addition, there are four privately controlled stations in NSW, all on the Airport Line; Green Square, Mascot, Domestic Terminal and International Terminal
3. Bus, coach and charter industry
3.1 Background
The bus, coach and charter industry conveys passengers via buses on publicly owned roads and on tollways. Buses are vehicles that are designed to carry eight or more persons. The respective industry segments of bus, coach and long distance services or charter are defined by the Passenger Transport Act 1990. The essential difference is that entry to the bus segment is restricted. Industry participants own bus depots and terminus facilities. Bus stops are owned by various organisations including local and State Governments. Bus, coach and charter operators also undertake some vehicle maintenance but do not build buses.
3.2 Bus The bus segment conveys passengers Summary statistics of the bus segment the Warringah Peninsula and Newcastle. on buses along regular routes on in NSW, presented in Table 5 below, do STA carries roughly 80% of the route journeys of less than 40km. not include school student passengers. passenger task and has half of the fleet As the bus reforms to date have in the metropolitan regions. There are some restrictions on entry to focused on the metropolitan area, there the bus segment given that the Private operators provide services in the are more detailed statistics for these Passenger Transport Act 1990 prohibits other areas of Sydney and Wollongong contract regions. the operation of bus services except by and in regional centres. the holder of a ‘statutory contract’ The NSW Government’s State Transit awarded by the Ministry of Transport. Authority (STA) is the largest bus These contracts generally grant operator in NSW. STA operates in the exclusive rights to operate bus services inner and eastern suburbs of Sydney, in a particular region. There are three sectors in the bus segment with corresponding regions: Table 5: NSW bus statistics 2006-07 > metropolitan – with 15 contract regions Estimates > outer metropolitan – with Metropolitan 10 contract regions • statutory contracts 15 > rural and regional buses with • fleet (buses) 3,126 contract regions in, for example, country towns. • service kilometres 101 million In each of these sectors, bus operators • route passengers(a) 189 million carry fare paying passengers on regular (b) route services. Bus operators also carry Outer metropolitan (part year) school children on these services and • statutory contracts 10 on school buses under the School Student Transport Scheme. • service kilometres 18 million Prior to the NSW Government’s bus • route passengers(a) 1 million reforms, there were separate statutory Rural and regional contracts for the route services (’commercial’ contracts) and for the • statutory contracts 452 school services (’non-commercial’ contracts). The bus reforms, among • scheduled services 1 million other things, abolishes this distinction. • passengers(a) 6 million To date, the bus reforms have commenced in the metropolitan and (a) Initial boardings, excluding School Student Transport Scheme passengers outer metropolitan regions. (b) For the period September – October 2006 (the commencement of bus reforms in the outer metropolitan area) to June 2007 Sources: Operator reports to Ministry of Transport 2006-07, Ministry of Transport website
Overview of NSW rail and public transport industries The statutory contracts broadly award Unlike the bus segment of the industry, Bus fares, but not coach or charter an exclusive area of operation to a bus there are no exclusive rights of fares, are regulated by IPART. As part operator – known as ‘contract regions’. operation in these segments, and no of the bus reforms, kilometre-based In the metropolitan area, there are requirement for operators to hold a bus fares have been equalised across 15 contract regions but fewer operators statutory contract. the metropolitan area. The Pensioner as some hold more than one contract. Excursion ticket is also now available Metropolitan bus contract regions are 3.4 Regulation for travel on all metropolitan buses – whether STA or private. shown in Map 2 below. As noted above, bus services are broadly regulated under the Passenger Vehicles used in the bus, coach and 3.3 Coach and charter Transport Act 1990. The Act requires all charter industry must be registered with the Roads and Traffic Authority (RTA). The coach or long distance segment of participants in the industry to be Drivers are to hold appropriate licences the industry conveys passengers on accredited by the Ministry of Transport. issued by the RTA. buses along regular routes on journeys Conditions of accreditation include a of more than 40km. requirement to implement a safety management system. Drivers are The charter segment of the industry required to hold a Driver Authority conveys passengers on buses other issued by the Ministry of Transport. than on regular routes.
Map 2: Metropolitan bus corridors
4. Ferries
4.1 Background 4.3 Regulation Ferry safety is regulated under the In NSW, ferries operate ferry route and Marine Safety Act 1998, Maritime tourist services on Sydney Harbour, the Services Act 1935, Navigation Act 1901 Parramatta River, Broken Bay, Port and Commercial Vessels Act 1979 and Hacking, the Clarence River and is the responsibility of NSW Maritime. Newcastle. The industry operates from wharves owned by various Maximum fares for ferry route services organisations including ferry operators, are determined by IPART. local government and NSW Maritime. Maintenance of the fleet is undertaken Map 3: Ferry service locations in NSW by ferry operators and shipyards. 4.2 Ferry route services The Passenger Transport Act 1990 prohibits operation of ferry services except by the holder of a statutory ’contract’ awarded by the Ministry Yamba/Iluka of Transport.8 The ferry route segment is a substantially smaller mode than the passenger rail or the bus segments. However, it is significant in alleviating road traffic congestion around Sydney Harbour. There are nine operator contracts and instruments of exemption in NSW. Newcastle Sydney Ferries Corporation, a State Hawkesbury/Broken Bay/Pittwater Brisbane Water Owned Corporation of the NSW Bundeena/Cronulla Government, is the dominant operator. It carries around 14 million passengers per annum. Summary statistics are outlined in Table 6.
Table 6: Ferry statistics in NSW segment
Sydney Ferries Other ferry operators Vessels 31 na Passengers(a) 14.1 million 1 million Employment 700 na Wharves serviced 45 na
(a) Estimate Source: ITSRR August 2007
8. Alternatively, an Instrument of Exemption issued by the Ministry of Transport can be held by an operator
Overview of NSW rail and public transport industries 5. Other aspects of transport and public transport in NSW
Transport, as defined in the Australian The Ministry of Transport is involved in and New Zealand Standard Industrial the regulation of some other parts of Classification, includes a number of the transport industry including: elements not covered here. Most > the intrastate route segment notable are road freight, shipping, of aviation ports, aviation and storage.9 These are mostly outside of the NSW > hire cars Transport portfolio.10 > taxis. The most significant form of motorised These transport services are not transport in NSW is the private motor within the scope of ITSRR’s service vehicle or car. Figure 1 shows this reliability function. in relation to trips undertaken by individuals in Sydney in 2005 – Other elements of public transport ’vehicle’ refers to a car. involve transport coordination assets and activities. These include: > ticketing systems and companies, such as the NSW Public Transport Ticketing Corporation > organisations that provide transport information to the public such as via the 131 500 Transport InfoLine > bus/rail interchanges and carparks.
Figure 1: Trips by modes 2005
Vehicle driver
Vehicle passenger
Train
MODE Bus
Walking
Other modes
0 5 10 15 20 25 30
% SHARE OF TOTAL TRIPS
Source: 2005 Household Travel Survey Summary 2007 Release, Transport Data Centre, NSW Ministry of Transport
9. ANZSIC, ABS Cat. No 1292.0 10. The Ministry is involved in the regulation of intrastate aviation
10 RAIL INDUSTRY SAFETY REPORT 2006-07
1. introduction 12 2. rail-related injury 13 2.1 Fatality 13 2.2 Injury 14 3. Key rail safety occurrences 18 3.1 Train collision 18 3.2 Train derailment 20 3.3 Fire 21 3.4 Level crossings 23 4. precursor rail safety occurrences 25 4.1 Proceed authority irregularities 25 4.2 Safeworking irregularities 27 4.3 Signal and track irregularities 29 4.4 Rolling stock irregularities 30 4.5 Load irregularities 32 5. drug and alcohol testing 34
TransportRail Industry Reliability Safety Report 2006-07 11 1. INTRODUCTION
The Rail Safety Act 2002 requires the Independent Transport Safety and Reliability Regulator (ITSRR) to submit an annual Rail Industry Safety Report to the NSW Minister for Transport. This Rail Industry Safety Report summarises key rail safety incidents on the NSW rail network in 2006-07 and also considers historical trends over the last 10 years. Most of the statistical summaries presented here are based on the rail incident categories defined in the national rail incident classification scheme ON-S1.1
Rail safety statistics Section 64 of the Rail Safety Act 2002 The inclusion of additional notifications ITSRR uses a variety of safety requires accredited railway for more recent years complicates information, in addition to incident organisations2 to notify ITSRR of comparison of incident counts over statistics, to measure safety performance safety-related rail occurrences on the time – a higher incident count in latter and guide regulatory activity. These NSW rail network. The specific types years may simply reflect the larger pool include findings from accident of incidents to be reported are defined of operators reporting incidents. This is investigations and safety risk modelling in Schedule 2 of the Rail Safety of limited relevance to serious incidents to identify hazardous events and (General) Regulation 2003. such as train collisions and derailments, contributing factors relevant to NSW the notifications for which have always railways. A large part of ITSRR’s For the purpose of national reporting, been captured. However, many of the regulatory activity comprises safety these ‘notifiable occurrences’ are additional reports in recent years audits and compliance inspections.4 classified into specific rail incident involve incidents which did not have These include monitoring of lead categories as defined in the national direct consequences or occurred on indicators to help determine if operators incident classification scheme, ON-S1, isolated lines or in yards which may not have the capacity, competency and which was introduced in NSW in 2005. have been captured historically. systems to identify and manage safety ON-S1 forms part of a nationally risks relevant to their operations. standardised incident reporting Informing safety management framework to promote consistency Rail incident statistics (on their own) in the classification and analysis of provide a relatively blunt indication of rail safety information between safety performance because they only state, territory and federal rail flag problems that have progressed to safety regulators. the point of an adverse outcome such Data for more recent years are based as injury or damage. on incident notifications submitted In order to prevent serious incidents directly to ITSRR by all accredited such as collisions and derailments, operators in NSW.3 In contrast, earlier safety performance monitoring must data are based on incident records include measures of the safety-related originally held by the former statewide factors that can lead to such incidents. rail infrastructure manager, Rail This helps to ensure that safety Infrastructure Corporation. Hence, the deficiencies are identified before they statistics for recent years represent a progress to the point of an adverse larger number of accredited outcome. Such measures are referred organisations and a greater range of to as lead indicators because they operations such as light rail and tourist predict emerging safety issues. They and heritage. include organisational, procedural and behavioural factors that can directly or indirectly contribute to incidents.
1. ON-S1 Revision 1 August 2004. National Rail Safety Regulators Panel 2. Accreditation is described further in ITSRR’s Annual Report 2006-07 3. In 2006-07 ITSRR continued to source historical incident data held by operators to fill in gaps in its rail incident database. At the time of writing, the vast majority of historical notifications back to 2002 have been received and incorporated into the ITSRR rail incident database 4. For more information, see ITSRR Annual Report 2006-07 available in hard copy and on its website www.transportregulator.nsw.gov.au
12 2. RAIL-RELATED INJURY
2.1 Fatality
For the fourth successive year there No injury-related employee fatalities The number of trespasser/suicide were no multiple fatality train incidents were reported in 2006-07. There was fatalities in 2006-07 was the lowest of on the NSW rail network. Twenty seven one passenger and one public fatality the last 10 years and consistent with injury-related fatalities were reported during the year which is close to the a longer-term decreasing trend over in separate incidents during 2006-07. lowest level recorded over the last this period (Figure 1). The majority (25) were trespasser and decade (Figure 1). These incidents are suicide-related fatalities which are summarised in Table 1. largely beyond the direct control of rail operators.
Table 1: Injury-related fatalities on the NSW rail network – July 2006 to June 2007 Excludes fatalities associated with ill-health, trespass and suicide.
Date Category Location Description 10 March 2007 Train Collision with Road Back Creek Freight train struck semi trailer at a level crossing Vehicle at Level Crossing1 derailing three locomotives and causing fire. Driver of the semi-trailer fatally injured and two train crew injured. 17 March 2007 Train Collision with Person Toongabbie Person on platform stumbled and fell into passing coal (Sydney) train receiving fatal injuries.
1. Subject of an investigation by the Australian Transport Safety Bureau
Rail Industry Safety Report 2006-07 13 Figure 1: Fatal injuries on the NSW rail network – 1997-98 to 2006-07 Notes: Excludes fatalities on railway premises associated with ill-health – e.g. heart attack.
Passenger Public 20 12
10 15 8
10 6 TOTAL TOTAL 4 5 2
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Hit by train Fall Train derail/collide Level crossing collision
Employee Trespasser/suicide 8 70
60 6 50
40 4 30 TOTAL TOTAL
20 2 10
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Hit by train Train derail/collide Other Hit by train Fall Other
2.2 Injury greatest contributors to overall risk on The number of serious public injuries in railways, reflecting the large number of 2006-07 (10) was approximately Serious injury – passengers moving on or about railway double that of the previous year. Half of July 2006 to June 2007 premises (in NSW there were the injuries were associated with road Serious injury statistics in this section approximately 290 million passenger motor vehicle accidents where the are based on a provisional journeys in 2006-07). vehicle entered the rail corridor (Other reclassification of reported injury data With one exception, all remaining in Figure 2). One of the two level to align it as closely as possible with the serious passenger injuries were crossing incidents involved a car hitting injury severity grading of the national associated with malicious acts. Almost level crossing equipment. incident classification scheme, ON-S1.5 20% of all serious passenger injuries The number of employee serious injuries The largest number of serious injuries in were associated with assault. Another (38) was much lower than that of 2006-07 was associated with four passengers were injured as a result passengers. However, the injury rate (as passengers (366) (Figure 2). of objects thrown at trains. One a proportion of total employees – 22,700) Approximately 80% of passenger passenger was injured as a result of the was higher. injuries were due to falls on railway collapse of glass partitions at a Sydney Two-thirds of employee serious injuries property.6 This is consistent with risk railway station (Figure 2). (25) were associated with assault or falls. modelling elsewhere which has shown The remaining 13 injuries are that passenger falls are one of the summarised in Table 2.
5. For the purpose of this report, an injury is classified as serious if the injured person is attended by an ambulance or taken to hospital. This is a more inclusive criterion compared to that of ON-S1, which is based on hospital admission. Typically, there is insufficient information supplied in incident notifications to determine whether or not a person taken to hospital was actually admitted 6. A small number of slip, trip and fall injuries are the result of falls on railway property with a health–related cause – e.g. a person faints and is injured in a subsequent fall
14 Table 2: Serious injuries on the NSW rail network – July 2006 to June 2007 Excludes assault, trespasser injury, attempted suicide and falls.
Date Location Description 13 July 2006 Doonside Train driver under training struck by a piece of ballast thrown from the track. Driver suffered facial injuries and was taken to hospital. 20 July 2006 Clyde Track machine collided with a road vehicle at level crossing in Clyde Yard. Rail employee in the road vehicle was taken to hospital. 22 August 2006 Normanhurst Road vehicle smashed through boundary fence and entered rail corridor. Driver of vehicle taken to hospital. 23 August 2006 Tahmoor Rock thrown at the windscreen of a freight train. Train driver’s eyes were struck by the smashed glass. The driver was taken to hospital. 5 September 2006 Bulli Road vehicle smashed through boundary fence and entered rail corridor. Occupants of road vehicle taken to hospital. 19 September 2006 Narwee Road vehicle struck a bridge under rail line. Driver of road vehicle suffered head and abdominal injuries and was taken to hospital. 3 October 2006 Fassifern Bank engines became detached from train and then collided with last wagon of train. Injured crew were taken to hospital. 3 October 2006 Warnervale Rocks were thrown at a passenger train breaking a window. A passenger was injured by the broken glass. Ambulance attended. 4 November 2006 Barmedman Road vehicle collided with warning equipment at a level crossing. The driver of the road vehicle was taken to hospital. 7 November 2006 Sandgate1 Track welder was struck and injured by a Hi-rail excavator during track maintenance. The welder was taken to hospital. 10 November 2006 Eastwood Road vehicle smashed into boundary fence of rail corridor. Occupant of road vehicle taken to hospital. 21 November 2006 Holsworthy A glass partition on the station collapsed in high wind and debris struck passengers. One injured passenger taken to hospital. 29 November 2006 Gosford A brick was thrown through the window of a passenger train. A passenger was injured by the broken glass. Ambulance attended. 29 November 2006 Circular Quay Member of the public injured as a result of being struck by material at a construction site at station. Ambulance attended. 12 December 2006 North Sydney Contractor in demolition area came into contact with exposed 240V wiring and sustained an electric shock. Contractor taken to hospital. 13 December 2006 Epping Construction worker boarded track vehicle incorrectly. The trailer wheel rose up onto the worker’s foot, causing a fracture. 21 January 2007 Sefton Rail crane fell over during track work, trapping a worker. The worker was taken to hospital. 12 February 2007 Niagara Park Passenger was injured by rocks thrown through the window of the train. An ambulance attended the passenger. 10 March 2007 Back Creek Freight train collided with semi-trailer at level crossing in grain siding, resulting in a fire. One member of train crew suffered broken ribs. 14 March 2007 Haymarket Tram struck pedestrian causing them to fall and strike head. Pedestrian taken to hospital. 6 May 2007 St Marys Rock thrown at passenger train, breaking window and seriously injuring a passenger. 15 May 2007 Flemington Train guard climbed under the train to extinguish fire caused by faulty brakes and suffered smoke inhalation. Taken to hospital. 17 May 2007 Como Contractor was struck and injured by seats thrown from a passenger service.
18 May 2007 Ourimbah Member of the crew on a CountryLink passenger service was injured by flying ballast. 20 June 2007 Maryvale Freight train collided with a road vehicle at a level crossing. The driver of the road vehicle was injured and taken to hospital.
1. Subject of an investigation by the NSW Office of Transport Safety Investigations
Rail Industry Safety Report 2006-07 15 Figure 2: Serious injuries on the NSW rail network – July 2006 to June 2007 Injury classified asSerious if the injured person is attended by an ambulance or taken to hospital.
Passenger Public
Assault 68 Assault
Collision 4 Collision 1
Fire Fire
Level Level 2 crossing crossing
Slip, trip, Slip, trip, 293 2 fall fall
Other 1 Other 5
0 50 100 150 200 250 300 0 2 4 6 8 10 12 14 16
Employee Trespasser/suicide
Assault 16 Assault
Collision 3 Collision 9
Fire 1 Fire
Level Level 2 crossing crossing
Slip, trip, Slip, trip, 9 4 fall fall
Other 7 Other 4
0 2 4 6 8 10 12 14 16 18 0 2 4 6 8 10 12 14 16
Injury – historical record thrown at trains. The remaining injury railway premises occurred on stations Historical injury data for NSW has been was the result of a low speed collision and 10% on trains. While the monthly classified and graded according to between two monorail vehicles. rate of assaults on stations has significantly different criteria to those The number of assault-related injuries remained stable between 2002 and specified in ON-S1. Therefore, to to passengers increased for a second 2007, there was a small but significant provide a valid basis for comparison consecutive year but this is due to increase in assaults on trains over the over time, the historical injury record changes in reporting requirements. same period. of Figure 3 considers all injuries, Historically, assaults were not reported The total number of public injuries in irrespective of severity. Data has been as railway occurrences. RailCorp began 2006-07 was consistent with the longer reviewed to exclude, as best as providing assault data direct to ITSRR at term average (Figure 3). The number of possible, injuries not on railway the start of 2005 with the introduction public injuries from collisions with trains property and non-injury casualties of ON-S1. at level crossings in 2006-07 was close (e.g. heart attack). Determining the true rate of assault on to the lowest level for the last decade. Figure 3 shows that passenger injuries railway premises is difficult because Incidents in which members of the associated with train-related incidents some assault incidents are not reported public were hit by trains are associated such as derailment have decreased over at all or are reported directly to police. with trams striking pedestrians on the 7 time. The count for 2006-07 (13) was The NSW Bureau of Crime Statistics Sydney light rail system. close to the lowest level observed over and Research collects data on criminal the last decade. Twelve passenger incidents reported to police including injuries were the results of objects assaults on railway premises. Data for 2006-07 show that 85% of assaults on
7. The historical record of rail safety occurrences for the Sydney light rail and monorail system starts in 2002-03
16 Figure 3: Injuries on the NSW rail network – 1997-98 to 2006-07 Summarises all of injuries, irrespective of severity. Excludes non-injury casualties – e.g. passenger transported to hospital due to heart attack.
Passenger Public 200 50
40 150
30 100 TOTAL TOTAL 20
50 10
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Collide/derail/fire Assault Other Level crossing collision Fall Hit by train Other 1600 Passenger
1,200
800 TOTAL
400
0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07
Slip, trip, fall Trespasser/suicide 200 Employee 40
150 30
100 20 TOTAL TOTAL
50 10
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Collide/derail/fire Fall Assault Other
The 10-year record for employee injuries (Figure 3) is dominated by a large jump in fall-related incidents in 2002-03. This coincides with the start of notifications for the State’s largest freight operator, Pacific National. Employee assaults, like those for passengers, have risen in the last two years as a result of changes in reporting. Importantly, employee injuries associated with train-related incidents in 2006-07 are close to the lowest observed over the last 10 years.
Rail Industry Safety Report 2006-07 17 3. KEY RAIL SAFETY OCCURRENCES
This section summarises statistics for The number of train to person collisions The majority of the additional incidents four ON-S1 occurrence categories: train in 2006-07 (23) was lower than that of occurred in yards and were less likely to collision, train derailment, fire and level the previous year (25) and remained the be reported historically. Most train to crossings. A subset of incidents within lowest recorded over the last 10 years. rolling stock collisions in 2006-07 (15) each of these categories represents Eight of these incidents resulted in a involved low speed shunting or high-risk railway incidents, that is, fatality. Seven of the eight fatalities runaways in yards. The number of train those with potential to cause multiple arose from injuries to trespassers. The to infrastructure collisions in 2006-07 injuries and fatalities. remaining incident involved a person (71) was close to the highest on record. on a platform stumbling and falling These comprised a range of incidents 3.1 Train collision into a passing coal train (Table 1). including trains hitting buffer stops in yards, striking high ballast and scraping While a large number of collisions are The number of train to train collisions platforms. A number of incident reports reported to ITSRR each year, most are in 2006-07 (9) is consistent with the can be generated by a single cause, e.g. minor incidents with limited potential historical record (Figure 6). There were multiple trains scraping the same for a catastrophic outcome. For two minor injuries caused by a platform; high ballast at multiple example, 489 collisions were of the monorail collision at low speed. Five locations along a section of track type Collision with Missile (Figure 4) collisions comprised swinging container following track work. with most involving stones thrown at doors, protruding loads or loose body passenger trains in the Metropolitan panelling striking trains on adjacent Five of the 13 incidents of trains Rail Area Network.8 Other frequent and tracks passing in the opposite direction. colliding with road vehicles involved typically less severe incidents included Two incidents involved trains swiping trams on the Sydney light rail system. collisions with obstructions (mainly track machines on adjacent track. The Four incidents involved road vehicles on vandalism and overhanging/fallen trees) remaining incident involved a collision running lines either due to an accident and with animals (mainly livestock). between two track machines. on an adjacent public road or as a The effect of additional incident reports result of reckless behaviour by drivers from small operators is apparent in the of the road vehicle. The four remaining historical record of both rolling stock collisions between trains and road and infrastructure collisions (Figure 6). vehicles occurred at low speed in yards.
Figure 4: Train collisions on the NSW rail network – July 2006 to June 2007 In brackets are number of fatalities and injuries respectively. Train to Person collisions exclude incidents classified as suspected/attempted suicide and incidents at level crossings.
Train 9 (0,2)
Road Vehicle 13 (0,1)
Rolling Stock 15 (0,1)
Person 23 (8,11)
Infrastructure 71
Animal 102
Obstruction 262
Missile 489 (0,12)
0 100 200 300 400 500 600 CRN DIRN & Hunter Metro Other
8. There are three major rail networks in NSW: the Metropolitan Rail Area Network (referred to as METRO in figures) spanning the Sydney metropolitan area, Central Coast, Blue Mountains and Illawarra lines; the Defined Interstate Rail Network (DIRN) and the Hunter Valley (that includes the non-metropolitan interstate and Hunter Valley rail lines and is referred to as DIRN & HUNTER in figures); and the Country Regional Rail Network (referred to as CRN in figures). The allocation of incidents to network type (e.g. DIRN, Metro.) is based on the incident location as supplied in the incident notification. The statistics for each network type may include incidents in yards etc. adjoining the running lines of each network
18 Figure 5: Train to train collisions on the NSW rail network – 1997-98 to 2006-07
30
25
20
15 TOTAL 10
5
0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Running line trains Track machine/work trains Shunt/yard
Figure 6: Train collisions on the NSW rail network – 1997-98 to 2006-07 Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based. Train to person collisions do not include incidents classified as suspected/attempted suicide or incidents at level crossings.
Train to train collisions Rolling stock collisions 30 30
25 25
20 20
15 15 TOTAL TOTAL 10 10
5 5
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Train to person collisions Train to infrastructure collisions 80 80
70 70
60 60
50 50
40 40
TOTAL 30 TOTAL 30
20 20
10 10
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Rail Industry Safety Report 2006-07 19 3.2 Train derailment Figure 7: Derailments on the NSW rail network – July 2006 to June 2007 In 2006-07, 41 running line derailments were In brackets are number of fatalities and injuries respectively. reported to ITSRR (Figure 7). The number was slightly less than that in 2005-06 (43) and is consistent with a decreasing trend over the last 10 years (Figure 8). No injuries were reported for any of these incidents. Approximately half of the running line derailments were on the Metropolitan Running Line 41 (0,0) Rail Area Network. Two of the 41 running line derailments involved passenger trains in service. Both incidents involved CityRail trains which derailed after passing a signal at stop near the South Coast. One occurred at Yard 161 (0,1) Thirroul and the other at Coniston. In both cases all passengers were safely disembarked. Almost all remaining running line derailments involved either freight trains or track machines. 0 50 100 150 200 There were 161 yard derailments in 2006-07, CRN DIRN & Hunter Metro Other up from 134 in 2005-06. The majority of these incidents occurred wholly within yards, however, a small number were actually track machines derailing on sections of running line closed for track maintenance. There was one minor injury at Chullora yard where an employee hurt his knee.
Figure 8: Derailments on the NSW rail network – 1997-98 to 2006-07 Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based. Network is based on incident location as reported in incident notification.
Yard derailment 140 Running line derailment 250
120 200 100 150 80
60 TOTAL TOTAL 100
40 50 20
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports Running line by network 160
140
120
100
80
TOTAL 60
40
20
0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 CRN DIRN & Hunter Metro Other
20 Figure 7: Derailments on the NSW rail network – 3.3 Fire A total of 181 on-train fires were July 2006 to June 2007 reported to ITSRR in 2006-07, up from Under the national incident In brackets are number of fatalities and injuries respectively. 123 in 2005-06. One serious injury classification scheme line-side, station resulted from a train catching fire due and train fires are all reported under to brake problem at Flemington, a single category, Fire. There were Sydney. A train guard suffered smoke 460 reports of fires on or affecting inhalation and was taken to hospital. the NSW rail network in 2006-07, up Most on-train fires occurred on from 297 in 2005-06 and consistent passenger trains in the metropolitan with an increasing trend over the last area (160). Approximately 86% of these 10 years (Figure 10). The increase, as fires were vandalism-related incidents compared with 2005-06, was in general typically involving paper fires on trains across all networks and both on-train or attempted lighting of seats. The vast and off-train. Proportionally there was a majority of these incidents did not have rise in vandalism-related fire incidents serious consequences, however, some from 40% of all incidents in 2005-06 to incidents could be potentially 50% in 2006-07. dangerous. For example, The increase in fires also coincides with an incident at Villawood involved arson a general increase in vandalism-related on a train in which all passengers had incidents across the Metropolitan Rail to be evacuated and a train guard Area Network over the same period. sustained minor injury because of the smoke. A breakdown of incidents for 2006-07 (Figure 9) shows approximately 60% Most on-train fires over the last 10 years were off-train fires comprising line-side were on passenger trains (Figure 11). fires (such as grass fires, sleepers) and During 2006-07, 16 of the 181 on-train small fires on stations. There was a fires occurred on freight trains. Most variety of causes of off-train fires were associated with locomotive including natural causes, arson or equipment or electrical faults. No injuries vandalism, equipment faults and sparks were reported for any of these incidents. from maintenance work. Almost all of them were minor incidents with no injury. Only one minor injury was recorded at Port Kembla which involved an employee suffering smoke inhalation. Historically the majority of the fire incidents were off-train (Figure 10).
Figure 9: Fires on the NSW rail network – July 2006 to June 2007 In brackets are number of fatalities and injuries respectively.
On-train 181 (0,2)
Off-train 279 (0,1)
0 50 100 150 200 250 300 350 CRN DIRN & Hunter Metro Other
Rail Industry Safety Report 2006-07 21 Figure 10: On/off train fires on the NSW rail network – 1997-98 to 2006-07
500
400
300
TOTAL 200
100
0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 On-train Off-train
Figure 11: Train fires on the NSW rail network by train type – 1997-98 to 2006-07
200 180 160 140 120 100
TOTAL 80 60 40 20 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Passenger train Freight train
22 3.4 Level crossings Only one collision was reported at an The other major level crossing incident active level crossing9 in 2006-07 which is subcategory under ON-S111 is that of Level crossings represent the main the lowest count observed over the last equipment defect (144 in 2006-07). A point of interaction between rail and 10 years. The incident occurred at Illabo breakdown of equipment defect by road users and pose a high risk of (near Wagga Wagga) and involved a network is shown in Figure 12. In 2006- serious collisions between trains and train striking a semi-trailer. Two train 07 the majority of incidents (118) were road vehicles. There are more than crew received minor injuries and the at crossings on the Metropolitan Rail 3,800 level crossings in NSW and incident is the subject of an investigation Area Network. Historically, (Figure 13) most are located in regional areas. by the ATSB. the number of reported incidents on the Approximately 1,400 of these are For the third consecutive year there were Defined Interstate Rail Network (DIRN) crossings on publicly accessible roads. no incidents involving a pedestrian being and Country Regional Network (CRN) There were eight collisions between struck by a train at a level crossing.10 exceeded that for the Metropolitan Rail trains and road vehicles at level crossings Area Network. However, the number of A contributing factor to improving safety in 2006-07 (Figure 12). A summary of reported incidents on the DIRN and CRN at level crossings over the last decade each incident is provided in Table 3. has dropped sharply since 2004-05. was a number of safety initiatives Seven of the eight collisions in 2006-07 undertaken by NSW rail and road occurred at passive crossings . While this authorities. An accelerated program of is higher than the count for 2005-06 (5) level crossing safety improvements was it is consistent with a 10-year decreasing implemented in 2003-04 with funding trend in collisions at passive crossings more than doubling to $23 million over (Figure 13). One incident at Back Creek four years. Improvements included resulted in the death of the driver of a major upgrading of several crossings semi-trailer and injuries of two train and the closure of others. Over 20 level crew (Table 3) and is the subject of an crossings have been closed in NSW over investigation by the Australian Transport the past few years. Other initiatives Safety Bureau (ATSB). included community awareness campaigns and targeted enforcement of compliance at specific sites.
Figure 12: Level crossing incidents on the NSW rail network – July 2006 to June 2007 In brackets are number of fatalities and injuries respectively.
Vehicle active 1 (0,2)
Vehicle passive 7 (1,5)
Vandalism 25
Boom struck 34 and damaged
Other 35 (0,1)
Near miss 138
Equipment defect 144
0 20 40 60 80 100 120 140 160 180 CRN DIRN & Hunter Metro Other
9. Active Crossing: movement of pedestrians and road vehicles actively controlled by devices such as flashing lights, bells or other audible devices, gates and barriers Passive crossing: movement of pedestrians and road vehicles controlled by signs or devices which rely on a pedestrian or driver of road vehicle to detect the approach of a train by direct observation 10. Excludes suspected cases of suicide 11. Excludes generic category Other
Rail Industry Safety Report 2006-07 23 Figure 13: Level crossing incidents on the NSW rail network – 1997-98 to 2006-07
Collision with road vehicle – active Collision with road vehicle – passive 16 25
14 20 12
10 15 8
TOTAL 6 TOTAL 10
4 5 2
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 CRN DIRN/Hunter Metro Other CRN DIRN/Hunter Metro Other
Collision with person (all crossing types) Equipment defect 4 300
250 3 200
2 150 TOTAL TOTAL 100 1 50
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 CRN DIRN/Hunter Metro Other
Table 3: Level crossing collisions with road vehicle in NSW – July 2006 to June 2007
Date Crossing type Location Description 20 July 2006 Passive Clyde Track machine collided with road vehicle in yard. Passenger of road vehicle taken to hospital. 2 November 2006 Active Illabo1 Freight train struck overturned semi trailer. Train crew suffered minor injuries. 7 March 2007 Passive Tarago Country passenger train collided with road motor vehicle. No injuries reported. 10 March 2007 Passive Back Creek1 Freight train collided with truck whose driver was fatally injured. Two train crew sustained injuries. (Refer to Table 1). 12 March 2007 Passive Condobolin Country passenger train struck motor lorry inside yard. No injuries reported. 5 April 2007 Passive Nyngan Freight train struck road vehicle. No injuries reported.
19 May 2007 Passive Leeton Country passenger train collided with road vehicle. No injuries reported. 20 June 2007 Passive Maryvale Freight train struck road vehicle. Occupant of road vehicle was injured and taken to hospital. 1. Subject of an investigation by the Australian Transport Safety Bureau
24 4. PRECURSOR RAIL SAFETY OCCURRENCES
Most of the rail safety incidents authorise the movement of a train from reported to ITSRR each year do not one section of track to another. result in an adverse outcome such as For the Sydney metropolitan area, the injury or damage. Many of these surrounding inter-urban network and incidents are precursor events - an the majority of the Defined Interstate event which could, under specific Rail Network (DIRN), the authority to circumstances, lead to a serious proceed is given by a signal indication. incident. This section summarises five For much of the Country Regional of the main precursor event categories. Network and the western section of the Assessing the current level of precursor DIRN, an authority to proceed is given events in relation to historical data is via possession of some form of token difficult because the historical record of (e.g. metal rod or staff) or the issue of a precursor events is particularly sensitive written or verbal authority. to changes in reporting practice and definition. By their nature, precursor Signals passed at danger (SPAD) events are often indirectly related to The national incident classification serious incidents and their importance scheme has five SPAD subcategories. as contributing factors to accidents has The two most important subcategories only emerged over time through in terms of collision risk are Driver findings from accident investigation misjudged and Completely missed while and modelling of safety risks. running. Typically, the information provided in an initial incident notification 4.1 proceed authority is not sufficient to determine the exact irregularities circumstances leading to each SPAD13 or the correct ON-S1 subcategory. For this In NSW there are five different systems reason, the two SPAD subcategories, used to manage the movement of rail together with SPAD – starting against traffic in a way that ensures adequate signal are combined as Driver error in separation of trains and prevents Figures 14 and 15. conflicting movement.12 An integral part of each of these systems is to
Figure 14: Signals passed at danger and proceed authority exceedance on the NSW rail network – July 2006 to June 2007 Incidents reported by all operators.
Non signal authority – 2 misjudged
Non signal authority – 9 completely missed
SPAD – restored as 152 train approached
SPAD – driver error 217
0 50 100 150 200 250 CRN DIRN & Hunter Metro Other
12. There is another series of systems to authorise train movements at times when the normal systems of safeworking are not available 13. ITSRR is working with the Rail Safety Regulators Panel to address issues concerning the national classification of SPADs
Rail Industry Safety Report 2006-07 25 Figure 15: Signals passed at danger and proceed authority exceedance on the NSW rail network – 1997-98 to 2006-07 Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based.
SPAD – driver error SPAD – signal restored as train approached 300 300
250 250
200 200
150 150 TOTAL TOTAL 100 100
50 50
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Non signal authority – completely missed Non signal authority – misjudged 30 10
25 8
20 6 15
TOTAL TOTAL 4 10
2 5
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
There were 217 SPADs involving driver The number of SPADs alone does not The other principal type of SPAD error in 2006-07 (Figure 14). Gauging provide a complete picture of the actual reported on the NSW network is current performance in relation to the risk posed by incidents of this type. Restored as train approached (Figure 14). historical record (Figure 15) is difficult This is because the actual risk of These incidents involve a signal because the historical SPAD incident collision following a SPAD depends indication changing from proceed to record is affected by changes in on many factors, including whether the stop as a train approaches, with reporting definitions and practices. For signal is equipped with engineering insufficient time given to the driver to example, the sharp rise in the number defences which automatically stop a stop the train. There were 152 such of SPADs from 2003-04 (Figure 15) train passing a red signal, whether the incidents in 2006-07, the lowest since coincided with a change in the method train travelled into another section and the change in SPAD reporting by of assessing and reporting by whether that section was occupied. RailCorp from 2003-04 (Figure 15). RailCorp.14 The number of SPADs in Of the 301 incidents reported by NSW for 2006-07 was consistent with RailCorp in 2005-06, three were the annual count since the change in assessed as medium severity and SPAD reporting. one as high severity.15
14. Information drawn from RailCorp Annual Report 2003-04 15. Information drawn from RailCorp Annual Report 2005-06
26 Restored as train approached SPADs 4.2 safeworking On non-rail vehicle detection track, or are associated with signaller error or when signalled track develops a fault, irregularities in maintenance irregularities manual safeworking methods are used procedures. They are not considered a Section 4.1 of this report described a (albeit supported by hardware and/or significant contributor to ‘train to train specific set of precursor incidents software in some cases) and involve collisions’ as the route ahead of the defined in ON-S1 – those where a train communications by telephones, train signal will be set for the train. However, exceeded the limit of its authorised radios or other verbal forms. In such they still pose a safety hazard because movement. In 2006-07 ITSRR began a cases, a breakdown in procedure or a rapid deceleration associated with broader and more detailed review of miscommunication of information can emergency braking may cause load irregularities in the procedures and possibly lead to accidents such as shifts on freight trains and falls on technology governing the safe operation collisions or derailments. passenger trains. of trains and protection of people on or Errors in procedural safeworking for about the track – collectively referred to Proceed authority exceeded train movements, where the ‘blocking’ as Safeworking Systems. This work has required to keep trains separated and There were 11 reports of train drivers helped ITSRR to understand the scale of on-track has, in effect, been violated, exceeding the limit of their authorised the problem as well as recommend are shown on Figure 16 below. The error movement under non-signalled systems improvements to the classification of category Degraded Working Rail Vehicle of authorisation (Figure 14). Nine of these incidents in ON-S1. Detection Territory covers incidents these were classified as Completely occurring when the normal signalled missed and two as Driver misjudged Procedural safeworking system of safeworking has been which is consistent with the historical On rail vehicle detection track in NSW, suspended (e.g. due to signal fault or record (Figure 15). authorisations to proceed are provided maintenance) and an error has occurred by fixed signals, the displays being in the alternative procedural-based determined largely by the status of safeworking (such as hand signalling, interlockings and by track occupancy manual block) that potentially could information provided by track circuits have led to a collision or derailment. and axle counters. As such the integrity The other categories are for the specific of the authority communication system type of safeworking equipment and does not rely on verbal communications rules used to authorise movement in or manual procedures. non-signalled areas.
Figure 16: Procedural safeworking errors with potential for collisions and derailments – November 2006 to June 2007
8 Staff and Ticket 7 Electric Staff 6
5 Train Order
4 Degraded Working in Rail Vehicle Detection Territory
TOTAL 3
2
1
0 Nov Dec Jan Feb Mar Apr May Jun 2006-07 Degraded working in rail vehicle detection territory Train order Electric staff Staff and ticket
Rail Industry Safety Report 2006-07 27 Worksite protection Figure 17 shows the majority of It should not however be concluded Currently in NSW there are five worksite protection irregularities occur that these figures represent the actual different methods prescribed in the on the Metropolitan Rail Area Network. risk levels associated with the different Network Rules for managing the safety Table 4 indicates that Track Occupancy methods of worksite management, of work in the Danger Zone. These Authorities (TOA) have the greatest because the likelihood of detection and range from No Authority Required numerical contribution to the frequency reporting of safety incidents varies (NAR) where lookouts provide of recorded incidents. Common TOA between methods. For example, notification of approaching trains, problems include incorrect activities irregularities in LPA and TOA usage will through to Local Possession Authorities with hirail track vehicles, track work likely manifest as a formal safeworking (LPA) where the protection being conducted outside the breach and therefore be notified, arrangements are advertised in advance designated protection limits and whereas misjudgements by lookouts or and no trains (other than work trains) irregularities in the issue of authority by other irregularities in NAR may never be are permitted to enter the worksite. network control officers. formally reported unless a hit or near- hit actually occurs. The results of monitoring of irregularities of worksite protection by ITSRR, where the protection has been violated or an insufficient level of protection was used, are shown in Figure 17 and Table 4.
Table 4: Proportion of worksite protection irregularities by protection type
Worksite protection method Contribution (%) Track occupancy authority 35 No authority required 29 Local possession authority 14 Track work authority 12 Controlled signal blocking 11
Figure 17: Number of worksite protection irregularities by network – November 2006 to June 2007
25 CRN
20 DIRN
Metro 15
TOTAL 10
5
0 Nov Dec Jan Feb Mar Apr May Jun 2006-07 Metro DIRN & Hunter CRN
28 4.3 signal and track A total of 80% of these incidents or not. There were 255 buckled track occurred on the Metropolitan Rail Area incidents in 2006-07 which was slightly irregularities Network. They were usually caused by higher than 2005-06 (239) but Signal irregularities equipment or signal faults, rail wear or consistent with the recent historical vandalism. These are generally low risk record (Figure 19). There are two subcategories of signal incidents as long as systems and irregularity under the national There were 120 broken rails reported in procedures governing train movements 2006-07. This was lower than 2005-06 classification scheme –Wrong Side at times of signal failure are adequate.16 Failure and Other. Wrong Side Failure is (153) and consistent with a decrease 17 the higher risk subcategory, comprising Track irregularities since a peak in 2001-02 (Figure 19). The majority of broken rails occurred on faults which result in the signal Track condition is an important indicator the Defined Interstate Rail Network displaying a less restrictive aspect than of rail safety because track–related (DIRN) and the incident rate (broken rail required, for example, showing a defects may lead to more serious per track kilometre) was higher on the ‘proceed’ indication when a ‘stop’ is incidents, for example, a broken rail DIRN compared to other networks.18 required. There were three signal wrong causing a train derailment. side failures on the NSW network in There were only two incidents classified The largest number of track incidents 2006-07 which is close to the lowest as spread track in 2006-07 (Figure 18). in 2006-07 was associated with points observed over the last 10 years. These incidents involve rails spreading irregularity (Figure 18) which covers a beyond a tolerable limit and are The historical record of Signal range of defects including misaligned generally associated with deteriorating irregularity – other (Figure 19) has been or broken components as well as timber sleepers. It should be noted that affected by changes in reporting and damage caused by external agents. this type of defect is often only classification practices. The latest change The number of point irregularities in detected when a train passes over occurred as a result of improvements to 2006-07 was the highest on record affected track and forces the rails apart. RailCorp’s incident capturing and (Figure 19). However, this has been In such cases, the spread track will reporting process in July 2006. affected by the previously mentioned typically lead to a derailment and be change in RailCorp’s reporting process There were 337 Signal irregularity – classified as such. There were more since July 2006. other incidents reported in 2006-07, a than 100 other incidents in ITSRR’s significant increase over 2005-06 (80). Buckled track encompasses a range of database which make reference to These comprise a range of faults that defects including rail misalignment, spread track. In the majority of cases do not lead to a wrong side failure. other track geometry defects and a the spread track was a contributing range of irregularities reported by train factor to a derailment. drivers, whether actual faults are found
Figure 18: Track and signal irregularities on the NSW rail network – July 2006 to June 2007 Signal WSF is Signal Wrong Side Failure. Buckled Track includes misalignments.
Spread track 2
Broken rail 120
Buckled track 255
Points 316 irregularity
Signal WSF 3
Signal other 337
0 50 100 150 200 250 300 350 400 CRN DIRN & Hunter Metro Other
16. The Glenbrook Rail Accident was attributed, in part, to deficiencies in procedure and training related to movement of trains following a signal failure 17. The statistics for track irregularities have changed from those reported previously because these incidents now include all reports of track irregularities, not just those leading to the imposition of a speed limit or other operating restriction 18. The allocation of each incident to a network is based on the location name as supplied in the incident notification. The location name does not always correspond to the exact location of an incident
Rail Industry Safety Report 2006-07 29 Figure 19: Track and signal irregularities on the NSW rail network – 1997-98 to 2006-07 Buckled Track includes misalignments. Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based. Additional reports of Signal Irregularity contains one Wrong Side Failure in 2005-06.
Signal irregularity Points irregularity 350 350
300 300
250 250
200 200
150 150 TOTAL TOTAL
100 100
50 50
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Wrong side fail Other irregularity Additional reports Additional reports
Broken rail Buckled track 300 500
250 400
200 300 150
TOTAL TOTAL 200 100
100 50
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
4.4 rolling stock recorded for several months in 2007, Under ON-S1, brake faults covers a wide associated with equipment failure and range of incidents including component irregularities maintenance issues. In recent years, failure (sticking brakes) Rolling stock irregularities are a RailCorp has implemented a number of as well as crew and vandalism-related precursor to collisions and derailments. initiatives to reduce the rate of door incidents, such as interference with For example, a derailment of a freight failures, for example, progressive handbrakes. Further, many wheel-related train at Menindee in December 2006 implementation of digital voice incidents in 2006-07 comprised flat was caused by a broken axle on the announcement and traction interlock wheel and scaled wheel which will often trailing bogie. system (DVA/TI) as well as door motor have a brake-related cause. For this replacement program. There have been reason, they are combined in the In 2006-07 the largest number of some delays in these programs and the historical record (Figure 21). rolling stock irregularities (1,693) was failure rate is expected to improve in associated with faulty passenger train The number of train parting incidents the coming year as they are completed. doors on the Metropolitan Rail Area (83) was comparable to the historical Network (Figure 20). The large increase The other major rolling stock irregularity record. Almost all these incidents compared with 2005-06 (436) was due in 2006-07 was brake faults (1,000 in involved freight trains and about 90% to the previously mentioned change in 2006-07; Figure 20). Most incidents were associated with faulty couplers. RailCorp’s incident capturing and were associated with passenger trains reporting process in July 2006 (see (706) but the incident rate (considering Section 4.3). However, a higher than the total number of passenger and average number of door faults were freight train kilometres travelled) was similar to that of freight trains.
30 Figure 20: Rolling stock irregularities on the NSW rail network – July 2006 to June 2007
Defective bearing 29
Train parting 83
Wheel/axle failure 121
Braking system 1,000
Faulty passenger train door 1,693
0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 Freight Passenger
Figure 21: Rolling stock irregularities on the NSW rail network – 1997-98 to 2006-07 Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based.
Wheel and brake Faulty passenger door 1,200 2,000
1,000 1,500 800
600 1,000 TOTAL TOTAL 400 500 200
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports
Train parting Defective bearing 140 50
120 40 100
80 30
60 TOTAL TOTAL 20 40 10 20
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Rail Industry Safety Report 2006-07 31 4.5 load irregularities Load irregularities are important The other major type of load irregularity precursor events to a range of was load shift (51 in 2006-07). Shifting hazardous incidents. Loads that shift in loads arise mainly because of fastening transit may protrude from wagons and failures and improper fastening of pose a collision hazard for passing trains, loads. Load shifts are also a precursor infrastructure and passengers on event to out of gauge loads so there platforms. Loads spilt on or near to is potential overlap between the tracks may cause derailments or, in the subcategories Load shift and Out of case of liquids, may lead to slippery rails gauge. The number of incidents for and a loss of traction as well as poorer both subcategories has decreased braking performance. over the last two years (Figure 23). A summary of load irregularity incidents The two remaining types of load in 2006-07 is shown in Figure 22. These irregularity shown in Figure 22 (Lashings incidents are associated with freight loose and Load not secured) are not operations and most occurred on the specifically categorised under ON-S1. Defined Interstate Rail Network (DIRN) Both fall under the ON-S1 subcategory and Metropolitan Rail Area Network. Loading irregularity – other, the count of which for 2006-07 was comparable to The most common type of loading the historical record (Figure 23). irregularity incident in 2006-07 was Door open (175). These incidents have various causes including unsecured doors, vandalism, and load shifts. The number of Door Open incidents in 2006-07 was slightly higher than previous years (172) and the increase in recent years is due to the additional operator records added since mid-2002 (Figure 23).
Figure 22: Load irregularities on the NSW rail network – July 2006 to June 2007
Out of gauge 8
Load not secured 13
Lashings loose 47
Load shift 51
Door open 175
0 50 100 150 200 CRN DIRN & Hunter Metro Other
32 Figure 23: Load irregularities on the NSW rail network – 1997-98 to 2006-07 Additional reports refers to incidents reported directly to ITSRR from sources additional to those on which the historical data is based.
Door open Load shift 200 120
100 150 80
100 60 TOTAL TOTAL 40 50 20
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Out of gauge Other 20 250
200 15
150 10
TOTAL TOTAL 100
5 50
0 0 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07 Additional reports Additional reports
Rail Industry Safety Report 2006-07 33 5. DRUG AND ALCOHOL TESTING
The requirement for accredited railway Program activity Program results operators to conduct drug and alcohol Approximately 95% of expected Table 5 presents summary statistics for testing of employees involved in railway quarterly summaries for 2006-07 had 2006-07. safety work was introduced in the Rail been submitted to ITSRR as at Safety Act 2002 and further developed The overall detection rate – the September 2007. This is up from 75% percentage of total tests that yielded a under the Rail Safety (Drug and Alcohol in 2005-06 and represents a marked Testing) Regulation 2003. positive result – was higher for drugs improvement in the timeliness of (1.4%) than for alcohol (0.1%). The The Rail Safety Act 2002 requires all reporting by accredited operators. overall detection rate for drug and accredited operators to have formal Quarterly activity statements received alcohol in 2006-07 was lower than the drug and alcohol programs in place at the time of writing show that over corresponding figure for 2005-06 19 that comply with program Guidelines. 44,000 alcohol and 8,500 drug tests of (2.6% and 0.4% respectively). As in In August 2006 changes were made rail safety workers had been conducted previous years, cannabis was the most to the Guidelines that made it during 2006-07. The number of alcohol common drug associated with positive mandatory for each accredited tests in 2006-07 is comparable to that drug tests. operator’s random testing program conducted in 2005-06. However, the to test 25% or more of its employees The overall test rate is not necessarily number of drug tests has increased representative of the general railway per annum.Testing may also include by approximately 15% compared to targeted and post-incident testing. safety worker population because it 2005-06. includes results of non-random testing. Railway operators have a number of As well as self-testing by accredited Non-random testing yields relatively reporting requirements in relation to organisations, ITSRR also undertook high rates of detection because it drug and alcohol programs. In drug and alcohol testing of rail safety includes for-cause testing – testing particular, from 1 July 2004, all workers on five separate occasions in conducted on the basis that there is operators are required to notify ITSRR 2006-07.4 This resulted in 285 random reason to believe an individual could be of positive test results as well as any alcohol and 133 random drug tests. affected by drugs or alcohol. instance where an employee refused to undergo testing. The overall detection rate is also sensitive to the influence of larger Commercial railway operators are also operators (who conduct the majority of required to submit quarterly summaries tests) and any organisation reporting of testing activity to ITSRR. These extra anomalous results. For this reason, requirements do not apply to tourist Table 5 also includes a summary of and heritage operators. detection rates on an operator basis. It shows that approximately 70% of operators testing for alcohol and 50% of operators testing for drugs did not return a positive result in 2006-07.
Table 5: Drug and alcohol testing results – July 2006 to June 2007 Statistics based on information in quarterly returns (for data on testing activity) and individual notifications (for data on positive results) received at time of writing. Excludes refusal to be tested (n=6). Description Alcohol Drug Number of accredited operators testing 39 35 Approximate random component 98% 91% Overall detection rate1 0.1% 1.4% Median accredited operator detection rate2 0.0% 0.0% Number of accredited operators reporting no positive results 28 19 Number of accredited operators reporting exactly one positive result 3 4 Number of accredited operators reporting more than one positive result 8 12
1. Total positive tests (all accredited operators) divided by total tests (all accredited operators) multiplied by 100 2. Accredited operator detection rate is accredited operator’s total positive tests divided by accredited operator’s total tests multiplied by 100. Median is the middle ranked value of all accredited operator detection rates
19. ITSRR 2006. Guidelines Relating to Drug and Alcohol Programs
34 transport reliability report 2006-07
1. Introduction 36 4. Bus 2. State Plan 37 4.1 Background 61 2.1 Background 37 4.2 Bus reform 61 2.2 Priorities and targets in 4.3 Current performance results 63 the State Plan 37 Background 63 2.3 Implementation 38 Performance 63 2.4 Planning tasks for transport 38 Other bus issues 65 2.5 Progress 39 4.4 Comments and outlook 3. Rail for 2007-08 66 3.1 Background 41 5. Ferries 3.2 RailCorp 41 5.1 Background 67 The Rail Performance Agreement 41 5.2 Current performance results 67 CityRail performance 41 5.3 Other matters 68 CountryLink performance 48 5.4 Comments and outlook Metropolitan Rail Area Network 50 for 2007-08 68 CityRail Fleet 53 6. Transport Coordination Other matters for RailCorp 54 6.1 Background 69 Comments and outlook 6.2 Developments in 2006-07 69 for 2007-08 54 7. Summary and conclusion 3.3 Rail Infrastructure Corporation 7.1 Rail 71 Background 56 7.2 Bus 72 Country Regional Network 7.3 Ferries 72 standards and results 56 7.4 Transport Coordination 72 ARTC lease network standards and results 58 Comments and outlook for 2007-08 59
Transport Reliability Report 2006-07 35 1. INTRODUCTION
Performance standards for transport reliability are set by the NSW Government.1 They are included in the agreements between the Government and transport organisations for CityRail and CountryLink services, rail infrastructure and bus and ferry services. The standards in these agreements in 2006-07 were the same as for 2005-06. The scale of the transport task covered by the agreements, Government funding and reliability standards is illustrated in Table 1.1.
Table 1.1: Transport task and NSW Government funding 2006-07(a)
Payments from Government Main task $million RailCorp – CityRail Urban rail transit; 282 million passengers 1482.9
RailCorp – CountryLink Long distance rail passenger; (b) 1.6 million passengers
Rail Infrastructure Corporation Provision of country regional track for 130.0 freight and passenger trains
State Transit – Sydney and Urban transit bus; 262.4 Newcastle Services 202 million passengers
Private operators Urban transit 548.3
Sydney Ferries Corporation Ferry passengers on Sydney Harbour; 71.3 14.5 million passengers
(a) Passenger numbers may differ from estimates provided later in this report (b) Included in RailCorp – CityRail Source: 2006-07 task and payments from Budget Paper No. 3, 2007-08
In November 2006, the Premier released Section 2 of this Report deals with the the NSW State Plan which sets some State Plan targets and progress being additional reliability standards for made with initiatives in this regard. 2 transport in NSW. Of particular interest Sections 3 to 6 deal with performance are its aims to increase the role of public against the standards set out in transport in carrying commuters to the agreements between the Government Sydney CBD and in the metropolitan and transport organisations in the area, and to improve customer following sectors: satisfaction with Government services. 3. Rail In addition to the State Plan targets, the 4. Bus Premier and Minister for Transport 5. Ferry announced a plan to increase the share 6. Transport Coordination. of rail in the freight task from Port Botany. Given that this relates to the A summary and conclusions are Metropolitan Rail Area, it is of interest presented in section 7. from a transport reliability perspective.
1. Reliability for the purposes of ITSRR and this report extends well beyond the punctuality of transport services. It is defined in s.42 of the Transport Administration Act (1988) 2. A New Direction for NSW, State Plan, 14 November 2006, available at www.nsw.gov.au/stateplan
36 2. State Plan
2.1 background
The State Plan, released by the Premier emphasis was on bus and rail In the future, the release of the State in November 2006, is intended to services. Many recognised the good Plan might be seen as a watershed for deliver better results from Government existing levels of service but raised public transport and policy in NSW. services for the NSW community. It was concerns regarding the capacity of Prior to the State Plan there was no developed following a statewide the system to respond to increased explicit target as to what public community consultation process. It sets demand. The frequency and capacity transport services should provide. This priorities for Government action, of services were the most commonly has now changed and patronage including public transport, and for raised concerns, followed by issues related targets have been set – as is the Government services.3 relating to amenity and cost. There case in many other jurisdictions in The State Plan remarks: were also a large number of Australia and overseas. suggestions on strategies and actions “Public transport was one of the for transport. These focused on ways most commented upon issues in the to encourage greater public transport community consultation process. It usage and cycling in order to reduce was particularly an issue in congestion and improve the metropolitan areas where the environment.”
2.2 priorities and targets in the State Plan The State Plan targets relevant to transport reliability are set out in Table 2.1.4
Table 2.1: NSW State Plan Priorities relevant to transport reliability
Priority Target
Priority S6: Increasing share of peak Increase the share of commuter trips made by public transport to and from the hour journeys on a safe and reliable Sydney CBD during peak hours – to 75% by 2016 (currently 72%). public transport system. Increase the proportion of commute trips by public transport in the Sydney metropolitan region – to 25% by 2016 (currently 22%). Consistently meet public transport reliability targets: Trains – 92% of CityRail trains run on time across the network. Buses – 95% of Sydney buses run on time across the network at departure and 80% pass the midpoint on strategic corridors on time.5 Ferries – 99.5% of Sydney Ferries run on time.
Priority S8: Increased customer Measure, report and improve customer satisfaction with Government services. satisfaction with Government services. Report existing agency specific performance and satisfaction indicators and where necessary develop new measures.
Priority E5: Jobs closer to home. Increase the percentage of the population living within 30 minutes by public transport of a city or major centre in Greater Metropolitan Sydney. Currently 80%. (No particular percentage target is specified).
Priority E7: Improve the efficiency of Improve the efficiency of the road network during peak times as measured by travel the road network speeds and volumes on Sydney’s major road corridors. Average travel speeds are measured in Sydney by the Roads and Traffic Authority based on the city’s seven major road corridors. (No particular target is specified).
Priority P2: Maintain and invest in Maintain average annual growth rate in capital expenditure. 4.6% nominal over the infrastructure. next decade (2015-16). Develop and report measures of maintenance effectiveness.
3. Available at the State Plan website: www.nsw.gov.au/stateplan 4. A rail freight target was identified in the draftState Plan but was not included in the final publication. However, the Premier separately announced a Port Botany rail freight target of 40% of freight carried by rail to reduce the number of truck movements on key arterial roads by approximately one million per year See: NSW Government freight plan to increase freight on rail, ease congestion News Release, Premier of New South Wales, Thursday 31 May 2007 5. Targets for private buses on strategic corridors will be implemented in 2008 to align with new integrated networks (as part of the implementation of the New Metropolitan Bus Contract system), and will utilise similar targets as Sydney Buses Transport Reliability Report 2006-07 37 2.3 Implementation Planning for the capacity of the Planning to attract passengers transport system Equally important is the task of In releasing the State Plan, the Premier Capacity requirements need to be attracting passengers to the public also announced responsibilities for based on forecasts of total movements transport system. Questions here relate Government agencies for its of people and goods.6 Estimation of to transport demand policy and the implementation, with lead agencies to capacity requirements comprises three importance to customers of various oversee the necessary action, including assessments for public transport: aspects of service quality as well as initiatives required in other portfolios. fares. They include views on: The Minister for Transport is responsible > the mode split of the task. That is, for ensuring that certain transport- to achieve the 75% commuter share > the current quality of services. related Priorities and targets – S6 (share target, how many people are to be The Independent Transport Safety of peak hours journeys on public carried to the CBD on trains, how and Reliability Regulator (ITSRR) transport) and E7 (road network many on buses? etc; conducts surveys of CityRail service quality which may assist in efficiency) – are met. > the number of transport vehicles – understanding this matter for rail. The Premier’s announcement also train, buses etc – required to carry It is considering the most referred to Chief Executive Officer the relevant task. This assessment appropriate way of identifying the Cluster Groups and their role of needs to take into account the perceptions of bus users in addition assisting the Minister in Government’s standards for to its regular public reports implementation. The Director General maximum levels of crowding; and of the Ministry of Transport chairs the > the responsiveness of customers to > the infrastructure requirements to Transport Cluster Group. The Group changes in fares or service quality – support the relevant fleets. Some met several times in 2006-07 and ‘elasticity’ studies. Some work had transport network modelling is considered initiatives and proposals to been undertaken on elasticity of required to assess this. Critically advance the State Plan Priorities. service quality in buses and in rail. important will be the assessment of The Independent Pricing and whether transport infrastructure will 2.4 planning tasks Regulatory Tribunal (IPART) is need to be augmented to avoid seeking to update its knowledge of for transport network congestion arising from an price (fares) elasticity for rail There are two planning tasks needed increase in the number of trains and > for the State Plan’s public transport bus services. the optimal mix of fares and service quality in light of competition from priorities: These assessments need to be roads e.g. cars. This may require > cognisant of underlying growth in ensuring adequate system capacity; some assessment of car and road transport demand and in car use. In for example ensuring that 75% of demand determinants. peak hour commuters can be short, modelling is required both for carried on public transport to the passenger numbers and for network Of course, there are other factors Sydney CBD by 2016 – a ‘supply congestion. The Transport Reliability influencing people to catch a train, bus side’ issue Report 2005-06 highlighted challenges or ferry to work rather than drive. > arising from issues with the quality of These include where people live and attracting passengers to the public passenger data being reported from the work, type and hours of employment, transport system; for example transport system which could make the age and gender, levels of income and ensuring that the price/service modelling task more difficult. Progress taxation. National policies, for example quality package offered by public on these issues is covered later in the current tax advantages given to transport (compared with that this Report. some commuter car users, also may be offered by cars) attracts 75% of influential.7 commuters to the Sydney CBD in 2016 – ‘a demand side’ issue. As discussed below, the State Plan has created the need for a new and much more detailed transport planning agenda.
6. The discussion in this section focuses on public transport eg. Priority S6. Similar comments could be made in relation to the infrastructure capacity and demand considerations necessary for achievement of the Government’s freight targets identified in footnote 3 7. Pressure Builds for Public Transport FBT Exemption, Minister for Transport News Release, 31 July 2007
38 Table 2.2: Travel in Sydney 2005(a)
All modes Rail Bus
Share of trips 100% 4.8% 5.6%
Average trip length (on board) 9.4km 19.6 km 7.1 km
Average trip duration (on board) 21 minutes 31 minutes 23 minutes
(a) Sydney statistical division for an ‘average weekday’ Source: Derived from Household Travel Survey 2005, Transport Data Centre
Irrespective of these matters, well 2.5 Progress Progress against the targets related to designed and accurate transport use public transport share of commuter (patronage) data will be fundamental As at the time of writing, the Ministry is trips currently is measured from the to such planning. There are two sources in the process of developing a detailed Household Travel Survey conducted by of this data; data that has been derived understanding of the impact that the the TDC. The latest data is up to 2005 from the transport service providers Government’s existing urban transport and shows the proportion of peak hour such as RailCorp and the State Transit commitments outlined in the Urban commuter trips to the CBD to have Authority based on ticket sales, barrier Transport Statement will have on the been relatively constant in the years up counts, ticket usage and estimated capacity of the networks to meet to 2005 – in 2005 it was 72%. boardings, or data that has been Priorities S6 and E7 under the State However, there was been an increase in collected for all modes by the Ministry Plan.8 It is working with the major public transport’s share of all commuter via the Household Travel Survey. Both transport service providers to this end. trips across the metropolitan area to sources are necessary to support The Ministry is also working to develop 22% in 2005. informed planning and policy. a better understanding of different Some important statistics from the market segments to identify further Household Travel Survey are shown initiatives for influencing the in Table 2.2 above. community’s travel behaviour. Among other things, Table 2.2 shows In 2006-07, the Government bus to carry more people, but for established the NSW Centre for shorter trips at relatively low speeds. Transport Planning and Product Development within the Ministry of Matching capacity and patronage Transport. The Centre will conduct The plans to provide capacity and to research and modelling to inform key attract passengers need to come transport decisions and the State Plan together in order to achieve the State initiative. In May 2007, the Transport Plan targets. Significant questions Data Centre (TDC) was transferred to include the timing of bringing capacity the Ministry from the Department on line such as the construction of new of Planning. transport infrastructure and acquisition Progress against the State Plan is of fleet. Among the challenges here are reported on the State Plan website. the uncertainties with demand The NSW Audit Office is to verify the forecasting. The modelling and accuracy of performance data annually forecasting tasks outlined above will and the Government is to release a need to be iterative and continuously State Plan Annual Report. updated. However, the task will be made considerably easier if current passenger data is of high quality.
8. Available at the NSW Government website: www.nsw.gov.au/urban_transport.asp.
Transport Reliability Report 2006-07 39 Figure 3.1: RailCorp’s CityRail network
40 3. RAIL
3.1 Background 2. For that part of the NSW rail CityRail performance network vested in or owned by RailCorp reports on matters under the Reliability performance standards in RailCorp, RailCorp is to enable the headings of reliability (operational place for RailCorp’s CityRail and effective provision of safe and performance), secure environment, CountryLink passenger train services reliable passenger and freight customer service and capacity-demand are covered by the Rail Performance services matching. Agreement and the CityRail Customer 3. Organisational capability and culture Operational performance Commitment. There are also standards necessary for responsible in place for Rail Infrastructure management, a strong safety Operational performance measures are Corporation’s (RIC’s) rail infrastructure culture and a commitment to service cancellations, skipped stops and on the Country Regional Network excellent customer service. on-time running. Results for 2006-07 under the relevant Funding Agreement are shown in Table 3.1 below.10 with the Ministry of Transport. Outcome area 1; clean, safe and reliable services, relates to CityRail and 3.2 RailCorp CountryLink. Outcome area 2 relates to the Metropolitan Rail Area network. The Rail Performance Agreement Outcome area 3; organisational The Rail Performance Agreement, capability etc., relates to internal rail between the Minister for Transport and matters and is of lesser interest in RailCorp, covers reliability standards for this Report. CityRail and its services, CountryLink There are performance indicators for and its services, and Metropolitan Rail each of the outcome areas. For most of Area network infrastructure. these indicators, targets are set. The Agreement seeks three outcomes: RailCorp provides monthly reports on performance to the Ministry of 1. Clean, safe, secure and reliable Transport. These reports form the basis railway passenger services in NSW for most of the comments in this part provided in an efficient, effective of this Report.9 and financially responsible manner. Although safety remains paramount, a priority is to return reliability of CityRail services to acceptable levels
Table 3.1: CityRail operational performance 2006-07(a)
Target Performance
Peak hours timetabled services cancelled Not more than 1% 0.6%
Peak hours stops skipped Not more than 1% 0.6%
Metropolitan on-time running 92% to within 5 minutes 92.9%
Intercity on-time running 92% to within 6 minutes 92.1%
CityRail on-time running 92% 92.8%
(a) On-time running statistics are force majeure adjusted Source: CityRail website www.cityrail.info
The Transport Reliability Report 2005-06 noted the substantial improvement in on-time running in 2005-06 compared with earlier years. The better aggregate performance was broadly sustained in 2006-07 as is shown in Figure 3.2 (next page).11
9. Additional information has been sourced from RailCorp 10. The performance indicators in the Agreement embody a more narrow definition of reliability than in the Transport Administration Act 11. In 2007 some high profile incidents were extensively reported in the media. Overall, these did not greatly affect reported annual on-time running which is averaged over a large number of peaks
Transport Reliability Report 2006-07 41 Figure 3.2: CityRail on-time running
Monthly peak on-time running: CityRail July 1999 – June 2007
100 Olympics Decline starts (94.2%) Target 92% 90
80
70
60
50 Crew shortages (47.9%)
ON-TIME RUNNING 40
30 Integration of Airport Waterfall crash Minor September 05 timetable Line into timetable timetable changes 20
Glenbrook crash Dataloggers operating May 06 timetable 10
0
Number of trains delayed and number of incidents
5,000 1,000
4,500 900
4,000 800
3,500 700
3,000 600
2,500 500
NUMBER OF DELAYS 2,000 400 NUMBER OF INCIDENTS
1,500 300
1,000 200
500 100
0 0 Jul 01 Jul 03 Jul 02 Jul 06 Jul 99 Jul 05 Jul 04 Jul 00 Nov 01 Mar 01 Nov 03 Mar 00 Mar 03 Nov 00 Mar 02 Nov 05 Mar 07 Nov 04 Mar 05 Mar 04 Nov 02 Nov 06 Nov 99 Mar 06
Delays Incidents
42 The substantial improvement in on-time RailCorp regularly analyses trains on In 2006-07 there was also some running in 2005-06 was achieved the network which have repeated poor discussion about whether CityRail’s through the introduction of new performance. Its latest analysis shows operational performance should be CityRail timetables. These timetables those trains to be operating towards the assessed over a 24-hour period as well reduced the number of services, slowed end of the official peaks.13 In the am as by the current measurement which scheduled services largely through an peak, all of the 10 worst performing relates to certain defined peaks.14 ITSRR increase in station dwell times – the peak services were scheduled to arrive at understands that a majority of CityRail time allowed for trains to stop at Central between 8.16am and 8.46am. customers travel outside of the ‘official’ stations to allow passengers to board In the pm peak, 9 of the 10 worst peak hours. On-time running reliability or alight trains, and introduced greater performing trains departed Central after standards for metropolitan buses and consistency in stopping patterns. A 5.10pm. In the latter part of the year for Sydney Ferries refer to a 24-hour number of peak services were deleted some of these trains were on-time less period rather than to peaks. RailCorp from the timetable, due primarily to a than 60% of days. commenced reporting on a 24-hour 15 shortage of rolling stock. In 2006-07, The CityRail timetable is based on basis from July 2007. as more rolling stock became available, a number of factors including A distinction could be made between several new services were added to the programmed ‘dwell time’. Actual measures of network capacity and timetable including in the peak hours. dwell time depends on the number of measures of customer benefit or service The 2005-06 timetable traded-off people moving onto or off a train. As quality. The case for monitoring on- service levels with improvements in the number of people on board a train time running of CityRail trains on the CityRail’s overall operational increases, actual dwell time rises. It is network for peak hours is that these performance. Since the timetable was possible that patronage has increased are the times when the highest number introduced, ITSRR has conducted two on particular trains such that actual of trains use the infrastructure, and surveys of CityRail customers. Both dwell time exceeds that set in the hence monitoring may shed light on surveys have shown that customers timetable. If so, the trains may run the adequacy of capacity, especially perceive a significant improvement in behind timetable and affect other infrastructure capacity. A poor peak operational performance.12 trains on the network. Further analysis hour operational result could mean ITSRR has reviewed CityRail’s 2006-07 is required to determine whether this that there is a case to augment operational performance in some is occurring. infrastructure or reduce the number of detail. This included examination of the Nonetheless, the potential for this operating trains. performance of particular CityRail effect demonstrates that patronage However, the connection with customer sectors for the different peaks. While forecasting is of critical importance to benefit is tenuous. The relative overall performance was in line with a transport system that is operating importance to customers of improving the Government’s targets, performance close to capacity. Such forecasting train punctuality might change with in Sector 3 (Northern and Western needs to be based on current patronage levels of service, and some off-peak lines) lagged in the afternoon peak. data. Inaccuracies in forecasting may trains could be more heavily loaded There has been some suggestion that be manifested not only by on-board than some trains operating in the this may be associated with high and crowding but also in operational official CityRail peaks. If so there would growing levels of patronage and on- performance. Importantly, the more be a strong case for more direct board crowding and short headways crowded trains are among those estimation and monitoring of customer between trains. whose operational performance is delays as an indicator of service quality, most affected. rather than relying on a partial indicator of operational performance as a proxy.
12. A further survey is to be released in September 2007 13. For the purpose of on-time running monitoring, the official peak hours covers trains arriving at Central between 6.00am and 9.00am, and trains departing Central between 4.00pm and 6.00pm 14. Review of Fares for CityRail in NSW 2006 from 2 July 2006, Transport Determinations and Report Determinations No 6 and 7, Independent Pricing and Regulatory Tribunal June 2006, at p.41 available at the IPART website: www.ipart.nsw.gov.au/transport/transport.asp 15. The 24 hours result for on-time running in July 2007 was 94.1%, compared with 91.9% for combined peaks on-time running. This is largely because it is more challenging to achieve the on-time running target during peak times
Transport Reliability Report 2006-07 43 Secure environment and customer service Patronage and capacity-demand matching The Rail Performance Agreement’s Capacity relates to service provision and indicators under the heading of secure demand relates to passenger numbers. environment include offences against The indicators reported to the Ministry persons (e.g. assault or robbery) and that deal with the matching of capacity vandalism. Results aggregated over all to demand relate to on-board categories reported for the 2006-07 crowding. ITSRR’s surveys continue year to date appear to be around to show that customers rate crowding 6% below the corresponding period as one of the more important issues for 2005-06.16 for CityRail. Customer service indicators include In previous Transport Reliability Reports availability of ticket machines, public ITSRR alluded to the potential impact address systems, closed circuit television on patronage brought about by (CCTV) and help points. As was the changes in petrol prices. Petrol prices case for previous years all measures fell in the first half of 2006-07 before are within or very close to current rising sharply after February 2007.18 targets as shown in Table 3.2. Some Patronage, however, increased through care needs to be taken in interpreting the course of the year which suggests figures such as those shown in this that influences other than fuel prices table as they do not capture customer are at work. experience. In this respect it might be Total estimated patronage increased noted that there are claims that in the order of 3.0% for the year as RailCorp uses internal ‘standards’ to a whole. The result is a higher level assess its performance. For example, of patronage than achieved for a on ticketing it has been claimed that number of years as shown in Figure 3.3 RailCorp has an internal standard of a (next page), and recovery to around five minute queue time. Performance patronage levels of early 2002. RailCorp against this internal standard is not expects annual patronage growth to reported to the Government under average around 1.2% up to 2009-10.19 the Rail Performance Agreement.17
Table 3.2: Passenger facilities available 2006-07(a)
Target RailCorp’s reported performance
CityRail ticketing systems 98.5% 99.3% CCTV availability 99.0% 99.0% Help point availability 99.0% 99.4% Lifts and escalators 98.0% 98.8%
(a) The indicator ‘PA systems on trains’ has not been reported to the Ministry under the Rail Performance Agreement in 2006-07 Source: RailCorp reports to the Ministry of Transport
16. Based on Bureau of Crime Statistics and Research data provided by RailCorp to the Ministry of Transport. This data covers the period to end March 2007 17. Ten-minute wait just to buy train ticket, Jordan Baker, Sydney Morning Herald, June 25, 2007. Notwithstanding the achievement of the ticketing systems target of the Rail Performance Agreement, in 2006-07 CityRail introduced a ‘Q busters’ program to minimise ticket queue waiting times 18. Consumer Price Index June Quarter 2007, ABS Cat No. 6401.0 19. RailCorp Submission to the Independent Pricing and Regulatory Tribunal CityRail Fare Review, June 2007
44 Figure 3.3: CityRail patronage, 12-month moving total 2001-07
285
280
275
270
265 MILLION PASSENGER JOURNEYS
260 Jul 04 Jul 05 Jul 06 Jul 03 Jul 02 Nov 01 Nov 04 Nov 05 Nov 06 Nov 02 Nov 03 Mar 02 Mar 03 Mar 04 Mar 07 Mar 05 Mar 06
MONTH
Source: RailCorp reports to ITSRR 2007
Patronage is increasing sharply on other The State Plan’s mode share targets IPART’s determination of maximum urban rail systems in Australia. Estimated relate to commuter use of public CityRail fares in 2006-07 included a growth in Melbourne and Brisbane for transport. To assess progress against the much larger percentage increase in the 2006-07 was 7% and 9% respectively. State Plan it is necessary to analyse price of off-peak return ticket prices If replicated in Sydney, such growth statistics relating to peak hour use of than for tickets that could be used in could contribute substantially to the CityRail services. For the purposes of the peak hours. A more rapid increase in achievement of the 75% commuter State Plan it would be reasonable to peak hour patronage may not have share target established in the State assume that the relevant peak hours are been caused by this, but it is certainly Plan. There are questions about whether those of maximum congestion on the not inconsistent with the expected the existing high CBD rail market share road network. This is because the effects of the determination. in Sydney would mitigate this in the implied purpose of the State Plan target In 2006-07 the Rail Performance future, and whether CityRail’s existing is to reduce road use in the peak. A Agreement did not specify the number and planned fleet and infrastructure recent discussion of the issue indicates of train services to operate or the could deal with this task at existing that this time is between 6.30am to service or seating capacity offered on standards for maximum train loads. 9.30am in the morning and between particular lines. This is unlike Compared with patronage growth 5.00pm and 7.00pm in various places in arrangements for CityRail prior to the 21 forecasts for Australian urban rail Sydney. These times are different from current Agreement, and makes systems the 1.2% projection for the official CityRail peaks used for crowding indicators very important for CityRail is conservative.20 In other monitoring operational performance. service planning. cities ITSRR has reviewed for its Patronage data reported to the Minister international research, recent annual and Ministry under the Rail Performance patronage growth for commuter rail Agreement is not disaggregated into has been between 2.5% to 5%. peak and off-peak patronage. It is In this context, and against growth understood, nonetheless, that much of in Sydney metropolitan bus patronage the growth in patronage relates to times of around 2.7%, CityRail’s 3.0% of current passenger peaks on the patronage growth in 2006-07 should CityRail network. not be seen as exceptional.
20. Growth for all Australian heavy urban railways, including CityRail, for the period 2004-05 to 2009-10 is forecast at 11.4%, compared to the CityRail results and projection reported above of 8.2%. Given that CityRail accounts for around 55% of Australian patronage, this implies projections of growth in the other systems of around 15.6% or nearly double that of CityRail. Australian Rail Transport Facts prepared by the Apelbaum Consulting Group for the Australasian Railway Association, April 2007, available at the Australasian Railway Association website: www.ara.net.au/publications.htm 21. Analysis of Peak Hour Travel Using the Sydney Household Travel Survey Data, Grace Corpuz, 29th Australasian Transport Research Forum, September 2005
Transport Reliability Report 2006-07 45 The Rail Performance Agreement’s The crowding measure reported by standards for crowding include that RailCorp in March 2006 was 11%. only 5% of peak period train services That is, some 11% of peak hour trains should have a load factor of more experienced loads in excess of 135% at than 135%, i.e. crowding is a load the CBD cordon. This declined to 9% in greater than 135%. CityRail measures September 2006 and increased to 16% train loads by surveys conducted in in March 2007. The increase in March September and March at the CBD 2007 is consistent with the increase cordon and other selected stations. in patronage shown in Figure 3.3, and The most recent results from RailCorp especially with claims of much stronger relate to the busiest times in the growth in patronage at those times morning – between 7.00am and when crowding is most likely to 10.00am. Together with figures for occur – in peak hours. The result is previous survey, these are shown also consistent with the view that in Figure 3.4. operational performance in some cases As noted the Transport Reliability is being impacted by high train loads. Report 2005-06, the crowding target Last year ITSRR noted the desirability of of not more than 5% of peak period harmonising patronage estimates from trains has not been achieved for the various sources of ticket sales, several years. barrier counts and surveys. It was further For the last few years the Transport noted that there were a number of Reliability Reports have pointed to a trains operating outside of the official seeming paradox; that statistics for peaks – arriving at Central after 9.00am on-board crowding and patronage/ or departing Central after 6.00pm, with capacity moved in opposite directions. loads in excess of 135%. It remains the However, towards the end of 2006-07 case that while the majority of trains the crowding and patronage indicators with loads in excess of 135% arrive at were pointing in the same direction. Central between 8.00am and 9.00am, there are overcrowded trains after 9.00am. The Report concluded that these were most significant issues in the design of services to improve service quality, and this remains the case.
Figure 3.4: CityRail on-board crowding – AM passenger peak Peak-hour trains with loads exceeding 135% at CBD cordon.
18
16
14
12
10
8 PERCENTAGE 6
4
2
0 Apr 02 Sep 02 Mar 03 Sep 03 Mar 04 Sep 04 Mar 05 Sep 05 Mar 05 Sep 06 Mar 07 SURVEY MONTH
Source: RailCorp July 2007
46 The State Plan has heightened the railway services shows other measures Table 3.3 provides a summary of the importance of these matters. The used to include ratios of seat km to number of complaints and time taken estimate of fleet requirements to meet passenger km, average load per train by RailCorp to respond in 2006-07. the Government’s target of 75% of in peaks, average number of customers In 2006-07 total complaints fell by 7% peak hour CBD commuters using public in excess of programmed seating compared with 2005-06. The main transport is determined by the view as capacity and persons per square metre reasons for this were the decrease in 23 to maximum train loads and the of carriage floor space. A further complaints about the timetable (1,537 number of trains that are ‘allowed’ to indicator – maximum time a passenger or a fall of 66%) and on-time running exceed this load. The Urban Transport might normally have to stand – has (1,079 or a fall of 22%). There were Statement does outline plans for been used in some parts of the United increases in complaints in a number of 24 additional train services in future years, Kingdom and in some other railways. categories including cleanliness (336 or including more in peak hours. Importantly, a ‘standing time’ indicator a rise of 23%) and services (628 or a In 2006-07, prior to the March train would require measurement of train rise of 24%). Complaints regarding the load survey, the CityRail website loads at other than CBD cordon stations ‘service’ category, includes complaints indicated that one additional am – for example at Blacktown, Sutherland about crowding which increased by peak service had been added to and Glenfield and thus provide policy 151 or 39%. the timetable.22 makers with a more complete picture of Times taken to respond to customer A further point worth noting is the demand and patronage. feedback by phone and web possibility of alternative or supplementary Complaints handling increased during the course of the train load standards to be used in year but remained better than the Customer complaints are potentially an service planning. ITSRR’s research into standards set in the CityRail important source of information about international procurement of commuter Customer Service Commitment. perceptions of CityRail services.
Table 3.3: Complaints made to CityRail and complaint resolution
2005-06 2006-07
Topic No. of complaints No. of complaints – on time running 5,009 3,930 – service 2,669 3,297 – about staff 3,215 2,895 – ticketing 2,170 2,007 – information 1,987 2,115 – safety and security 2,586 2,568 – cleanliness and facilities 2,515 3,005 – other 3,007 1,726 Total 23,158 21,543
Close with customer(a) Average days to resolution Average days to resolution – phone 1.6 1.7 – letter 8.4 7.2 – web 3.6 4.2
(a) Compares with Customer Services Commitment standards of 5 days for following up customer complaints by phone, and 21 days for responding to letters Sources: RailCorp reports to the Ministry of Transport, CityRail Customer Complaints Report to ITSRR
22. From Campbelltown arriving at Central 8.37am 23. These measures are used respectively in Amsterdam, Singapore, New York, and for the United Kingdom (national rail) 24. ‘Standing time’ is used in Auckland, Brisbane and Berlin. It is also used in the UK see: Delivering a Sustainable Railway, (UK) Department for Transport July 2007. Previously in NSW standing time was included in the Department of Transport-State Rail Authority CityRail Services Agreement as a factor to be taken into account in the design of timetables
Transport Reliability Report 2006-07 47 CountryLink performance was 43% for 2006-07, three percentage Operational performance points below that of 2005-06. The Patronage There were no major operational decline in load factors occurred across all changes in 2006-07. CountryLink operates both rail and four corridors serviced by CountryLink. Table 3.4 shows that on-time running road (coach) passenger services. There also were major disparities in load (to 10 minutes) averaged 74% in the In 2006-07, CountryLink patronage fell factors across services, even on the same year. This relates to trains only – the substantially – by 7%. This was the fifth corridor. The highest annual average CountryLink coach services which consecutive annual decline, as shown in load factor was 67% for the Sydney – convey around 30% of journeys are not Figure 3.4 and patronage has fallen by Canberra noon service and the lowest included in on-time running figures. more than 25% since 2001. was 32% for the Canberra – Sydney evening service.25 CountryLink load factors also fell in 2006-07. The average load per service
Figure 3.5: CountryLink patronage(a)
2,500,000
2,000,000
1,500,000
1,000,000 PASSENGER JOURNEYS 500,000
0 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 YEAR
(a) Including train and coach patronage Source: RailCorp July 2007
Table 3.4: CountryLink train on-time running 2006-07
CountryLink service regions Performance to 10 minutes Performance to 30 minutes
North Coast 71% 86% North West 72% 86% West 86% 95% South 70% 84% Canberra/Griffith 77% 91%
Source: RailCorp August 2007
25. Load factors are calculated for combined train and coaches on corridors, but the results for specific services are for trains only
48 Table 3.5: CountryLink bookings – call centre performance
CountryLink service regions Performance 2005-06 Performance 2006-07
Call waiting average seconds 28 23 Call duration average seconds 190 194 Percentage of calls not answered(a) 3.2% 1.8%
(a) Calls received to calls lost Source: RailCorp August 2007
‘Summer Runnings’ were introduced Comments on CountryLink for CountryLink services in 2006-07. The continuing decline in patronage These allow a greater scheduled transit should be a matter of concern, time – slower services – for the period especially given the magnitude of the when Temporary Speed Restrictions fall in 2006-07. CountryLink would might be imposed on track due to high appear to be becoming less attractive temperatures. In effect the increased to its target markets. scheduled times allow a greater leeway Various explanations could be offered for trains to meet the operational for declines in particular years. For performance target. example, in 2006-07 the impact of the Performance comparisons with 2005-06 increase in travel costs faced by vary across the corridors. Annual pensioners using CountryLink services, average on-time running improved for or poor operational performance on the West and South services, but the important South corridor in 2005- deteriorated for the North Coast, North 06, or the cessation of services on the West and Canberra/Griffith services. Murwillumbah branch line in 2004-05. Customer feedback and call centres However, data reported to the Ministry by RailCorp under the Rail Performance There were 2,726 complaints to Agreement provides no clear CountryLink during the year, 6% suggestion of reasons and this in itself more than in 2005-06. One third of is a matter that may merit attention. the complaints related to each of service and ticketing. The increase in Notwithstanding these adverse trends, total complaints was largely due to farebox revenue for 2006-07 increased complaints about ticketing, mostly by 8% from 2005-06. This appears to concerning the re-booking or refund be due to the introduction of a 15% of tickets. booking surcharge (or a minimum of $10) on all pensioner travel vouchers CountryLink Call Centre Performance used after March 2006. is shown in Table 3.5. Performance improved compared to 2005-06, including a smaller percentage of lost calls.
Transport Reliability Report 2006-07 49 Figure 3.6: Metropolitan rail area network infrastructure incidents causing peak train delays – June 2005 to June 2007
60
50
40
30
20 NUMBER OF INCIDENTS 10
0 Jul 05 Jul 06 Jan 06 Jan 07 Jan Jun 05 Jun 06 Jun 07 Oct 05 Oct 06 Feb 06 Feb 07 Feb Apr 06 Apr 07 Sep 05 Sep 06 Dec 05 Dec 06 Nov 05 Nov 06 Mar 06 Mar 07 Aug 05 Aug 06 May 06 May 07
MONTH Target
Source: RailCorp August 2007
Metropolitan Rail Area Network Technical maintenance plans An important indicator of MRA The Rail Performance Agreement Reported indicators regarding Technical infrastructure performance is the requires RailCorp to provide the Ministry Maintenance Plans show compliance to number of infrastructure incidents with performance indicator data for the inspections and testing. RailCorp advised causing peak train delays. This is Metropolitan Rail Area (MRA). Some that in 2006-07 there was in excess of shown in Figure 3.6. targets are set within RailCorp to 99% compliance for ‘safety critical’ Figure 3.6 suggests that overall support the use of these indicators. inspections, examination and testing. network performance and condition has RailCorp also reported that ultrasonic 26 RailCorp also provides ITSRR with improved but remains finely balanced. testing of rail, geometry reporting, monthly performance reports on Infrastructure incidents causing delays rectification of defects/exceedences and MRA infrastructure. These cover to peak hour trains decreased sharply Welded Track Stability Analysis (WTSA) compliance with Technical with the introduction of the new were undertaken in accordance with Maintenance Plans, current condition timetable in September 2005.27 Since relevant engineering standards. and performance of the MRA, and then it has fluctuated around the target the completion of Major Periodic MRA current condition and performance of 26 incidents per month, apart from Maintenance works (MPM). This Indicators of current condition and in May and June 2007 where the approach of reporting maintenance performance include broken rails, increase may be attributable to storms is consistent with State Plan Priority misalignments, large rail defects, WTSA and high winds particularly in the P2 which calls for the development priorities and temporary speed Central Coast and Hunter areas. The and reporting of measures of restrictions. During 2006-07 these peak in June 2007 reflects the major maintenance effectiveness. indicators generally showed that storms in that month – including the condition was improving despite the storms that saw a bulk carrier grounded relatively high number of Temporary on Nobby’s Beach in Newcastle. The Speed Restrictions. weather conditions in May and June 2007 also were responsible for a significant increase in the number of temporary speed restrictions.
26. The NSW Audit Office commented that infrastructure incident targets were set on the basis of past performance rather than on the basis of what the network might ‘tolerate’ while still retaining service levels. Signal failures on the metropolitan rail network, NSW Audit Office Performance Reports, 2007 available at the NSW Audit Office website: www.audit.nsw.gov.au 27. The NSW Audit Office also commented that between 2004 and 2006 there was a reduction in the number of signal failures, downtime and a reduction in the number of trains delayed due to such failures which is a clear indication of improved performance. However, it also commented that changes to the definition of on-time running and the introduction of the new timetable make it difficult to determine whether the improvements in response downtime and delays are true performance improvements
50 Major periodic maintenance Other metropolitan rail area issues The joint planning effort complements Performance MPM such as sleeper The MRA is also used by freight trains the work of the Freight Infrastructure renewal and drainage improvement has and is thus crucial to the achievement Advisory Board regarding an overall significant impacts on the current and of the Government’s aims for Port strategy for freight in Sydney. It also future condition of the MRA. Botany rail freight set out in Section 2 complements the work by Sydney Ports Corporation regarding the expansion of Important matters include the of this report. Port Botany and development of the percentage of MPM tasks planned at The importance of the MRA to the NSW Enfield rail area. the start of the year that are and national freight task is likely to completed. That is, the scope of work increase given recent projections of The MRA includes some freight only actually delivered on the ground. Table growth in freight, including those by the lines, such as between Chullora and Port 3.6 shows scope completion in 7 of the National Transport Commission and the Botany via Enfield and Marrickville. most important MPM programs in Bureau of Transport and Regional There is an option for the ARTC to take 2006-07. Economics.28 In 2006-07 considerable control of these lines once the Southern Sydney Freight Line is completed. In most of the top 7 programs, work work was undertaken by the Australian In recent years the NSW Government completed exceeded the work planned Rail Track Corporation (ARTC), RailCorp, has made a substantial investment to at the start of the year. The scope the NSW Ministry of Transport and the increase the capacity of the track completion for Points machine Australian Department of Transport and between Marrickville and Botany, and replacement and Turnout renewal were Regional Services on the planning of rail there is a long term plan for fully affected by a shortage of signalling freight infrastructure in the MRA. duplicating that line. infrastructure skills, and demand for Planning included the Southern Sydney these skills by the Epping Chatswood Freight Line which was granted planning While freight trains are operated by line and the Clearways projects. approval in December 2006, and track the private sector the vast majority of amplification works in northern Sydney. infrastructure used by freight trains in Total MPM includes more programs the MRA is owned by RailCorp. The than those shown in Table 3.6. Of the potential for growth in rail freight will top 50 programs, the majority be affected by the government-backed completed or exceeded the scope of infrastructure expansion projects. work planned at the start of the year. Also important is the condition of the existing MRA freight lines. There is evidence that the MRA freight lines are gradually deteriorating. For example, Table 3.6: RailCorp infrastructure MPM scope 2006-07 – top 7 programs the track condition index (TCI) for the metropolitan freight lines is worse than Program % of scope completed the target for the line class which is Class 1; a TCI of 60 compared with a Rerailing 119% target of 45 (i.e. lower being better). Moreover, there are a substantial Track resurfacing 123% number of temporary speed restrictions Ballast cleaning 95% in place. This suggests that MPM and maintenance renewals are an emerging Points machine replacement 98% issue. The reasons underlying this may Contact wire renewal 132% be complex and involve governance arrangements including RailCorp’s Turnout renewal 89% priorities for maintenance, freight Partial resleepering 110% access charging, and some expectations that the lines will be transferred to the Source: RailCorp reports to ITSRR August 2007 ARTC in the future. Irrespective of the reasons for the deterioration in condition, it is clear that increased maintenance effort will be required for the MRA freight lines to adequately support existing and future traffic levels.
28. Twice the Task A Review of Australia’s Freight Transport Tasks, National Transport Commission, 2006, available at the National Transport Commission website: www.ntc.gov.au
Transport Reliability Report 2006-07 51 Figure 3.7: CityRail weekly fleet failures – July 2004 to June 2007
160
140
120
100
80
60
NUMBER OF FAILURES 40
20
0 7 Jan 06 7 Jan 3 Jun 06 1 Oct 05 3 Feb 07 3 Feb 4 Sep 04 9 Sep 06 17 Jul 05 22 Jul 06 7 May 05 29 Jan 05 29 Jan 25 Jun 05 30 Jun 07 15 Apr 06 15 28 Oct 06 23 Oct 04 25 Feb 06 25 Feb 11 Dec 04 16 Dec 06 13 Aug 05 13 19 Nov 05 19 Mar 05 24 Mar 07 12 May 07 WEEK ENDING Target
Source: RailCorp August 2007
Figure 3.8: CityRail monthly peak rolling stock incidents(a)
180
160
140
120
100
80
60
40 NUMBER OF PEAK INCIDENTS 20
0 Jul 04 Jul 05 Jul 06 Jan 05 Jan 06 Jan 07 Jan Jun 05 Jun 06 Jun 07 Oct 04 Oct 05 Oct 06 Feb 05 Feb 06 Feb 07 Feb Apr 05 Apr 06 Apr 07 Sep 04 Sep 05 Sep 06 Dec 04 Dec 05 Dec 06 Nov 04 Nov 05 Nov 06 Mar 05 Mar 06 Mar 07 Aug 04 Aug 05 Aug 06 May 05 May 06 May 07
MONTH Target
(a) RailCorp’s internal target is set on a weekly basis – it was 17 for most of 2006-07. ITSRR has recalculated this to a monthly basis ie. by a factor of 52/12 Source: RailCorp August 2007
52 CityRail Fleet Conceptually the levels and targets for Other CityRail fleet matters CityRail fleet performance is also failures and incidents should be related Between November 2006 and April monitored by ITSRR. with further implications for operational 2007, RailCorp introduced its Hunter performance. However, Figures 3.7 and Rail Cars to replace the 45 year old As is the case for the MRA 3.8 do not clearly show such a relation. 620 class Railmotors serving lower infrastructure, RailCorp provides the The reduction in peak incidents (or Hunter CityRail stations. The first Ministry and ITSRR with information delays) after September 2005 does not Outer suburban carriages (Oscars) regarding the fleet. Relevant indicators appear to be clearly attributable to were introduced on South Coast cover compliance with Technical reduced fleet failures, and while the InterCity services in December 2006. Maintenance Plans, current condition target for incidents is broadly being met, Introduction of the 122 new Oscar and performance, and the completion 29 this is not the case for fleet failures. carriages will progressively free up of MPM. Major periodic maintenance (mpm) Tangara trains that currently operate Technical maintenance plans some InterCity services. Rail fleet MPM generally comprises Technical maintenance plan compliance overhauls and component change-outs In November 2006 the Government includes inspections, examinations and as required under Technical announced a $3.6 billion investment in testing. It also includes certain Maintenance Plans. the CityRail fleet. This entails provision overhauls and component change-outs. and maintenance of 626 carriages over Component change-outs include 35 years by the ‘Reliance Rail’ RailCorp advises that a very high Maintrain work. Actual component percentage of inspections on electric consortium. These new carriages are to change outs at 246 cars exceeded replace all (498) non-air conditioned passenger fleet during 2006-07 were the plan of 240 cars. However, the carried out as planned or ahead of carriages and provide CityRail with MainTrain bogie change-out of 777 increased capacity from 2010. schedule. For Millennium Trains general cars was below the plan of 842 cars. inspections conducted were somewhat Assessment of the implications of this March and July 2007 saw two high less than planned (388 as against 430), for fleet reliability needs to take a longer profile incidents on the Sydney Harbour however, these trains had a lower term perspective, and consider known Bridge and approaches that drew failure rate than the target in 2006-07. backlog. In three of the past four years attention to fleet performance. The March incident was caused by a train’s Current condition & performance of the bogie change-outs have been less than pantograph becoming entangled in electric passenger fleet planned and over this period, there is a deficit of 6% of target. At this time, the overhead wiring at Milsons Point and Indicators of fleet condition and implications for reliability are uncertain, resulted in substantial and prolonged performance include fleet failures and however, rates of completion of work delays. In July, strong winds blew open incidents. Figure 3.7 shows CityRail scope, and elimination of backlog a hatch cover on the roof of a CityRail (electric) fleet failures. should be monitored. train, again causing prolonged delays. In 2006-07 failure rates for most fleet Following this, the Government types continued to remain above announced initiatives to improve fleet RailCorp’s internal targets. However, maintenance results, including checking the number of peak fleet incidents hatches, adding tags to completed reduced to around RailCorp’s internal hatch work, and a review of target after the introduction of the new maintenance quality systems. The timetable in September 2005, and has Minister has subsequently published subsequently oscillated around this regular updates on progress with the level including in 2006-07. This is fleet maintenance initiatives. shown in Figure 3.7. Delays to peak CityRail trains caused by fleet follow much the same pattern as the incidents shown in Figure 3.7 – ie. a substantial reduction post September 2005 and subsequent oscillation around that level.
29. The situation may be similar to that noted for infrastructure by the NSW Audit Office (in footnotes 26 and 27) i.e. it is unclear what contribution is being made to improved operational performance results from the timetable and what contribution is being made from “true performance improvements” e.g. in RailCorp’s inputs and processes
Transport Reliability Report 2006-07 53 It is difficult to draw definitive On lines connecting to the MRA, the Comments and outlook conclusions regarding fleet performance Australian Rail Track Corporation for 2007-08 from the above. On one hand, overall (ARTC) is evaluating a different ATP The major issues concerning RailCorp CityRail operational performance system – ATMS based on United States identified in theTransport Reliability 31 remains around the 92% on-time technology. Given that there is Report 2005-06 are crystallising as running target, but on the other fleet substantial and growing freight and among significant challenges for failures are above their target. On the passenger traffic running across both 2007-08 and beyond. CountryLink’s face of it, this could suggest a need for the MRA (RailCorp) and ARTC’s lines, patronage and ATP could be added further work on RailCorp’s internal it is critical that both systems are to these. targets. However a number of other inter-operable. factors might indicate that, like The first issue is meeting theState Plan Second, in addition to its review of targets. This will require a capacity infrastructure, a continued effort to CityRail fares for 2007-08, IPART improve fleet reliability is warranted – response of the MRA infrastructure and has been requested by the NSW CityRail fleet. Part of the response may for example, the Government’s response Government to undertake a broader to the incidents on the Harbour Bridge, include the current programs for review and recommend a (economic) Clearways, Metropolitan Rail Expansion, the introduction of monitoring of regulatory framework that will provide on-time running on a 24-hour basis and fleet acquisition under the Public CityRail with better incentives to provide Private Partnership arrangement. in addition to the monitoring of peak passenger rail services at efficient cost hour trains, the prospective increase in Expansion programs may also include levels. This broader review is intended the use of new technology such as fleet size and the introduction of more to examine matters such as efficiency, CityRail services. ATP. The question of RailCorp efficiency, quality, safety and reliability of services. to be assessed by IPART, is likely to be Other matters for RailCorp IPART intends to recommend an interrelated to the expansion programs. appropriate economic regulatory There are several other reliability framework for CityRail. It is expected Apart from rail expansion programs, significant matters involving RailCorp that this review will take 12-18 months the State Plan requires a superior at the present time. to complete.32 understanding of the level, composition First, RailCorp is trialling a type of and projected growth of public Third, in March 2007 the Premier Automatic Train Protection (ATP) transport. RailCorp is the largest urban announced that RailCorp would develop system. This follows a recommendation transport operator in NSW – and a Commuter Charter by July 2007.33 For of the Special Commission of Inquiry Australia – and the effectiveness of its some years there has been a CityRail into the Waterfall Rail Accident. response is likely to determine whether Customer Service Commitment which the State Plan’s public transport targets ATP can reduce the risk of train outlines what customers can expect can be met. overspeeding, risks that may result in when they travel on CityRail services in derailment or collision. In addition to terms of matters such as punctuality and As a second matter, the effectiveness safety benefits, some versions of ATP cancellations, trains, stations, staff, fares. of RailCorp’s response to the State Plan may be able to increase line capacity RailCorp also has signed up to the will be evident in the design and ie. the number of trains that can travel national Passenger Transport Charter.34 implementation of new CityRail through a line section in a particular timetables. Progressively towards 2016, The new Commuter Charter is to link time. Thus some forms of ATP might the time set for achievement of the the remuneration of RailCorp’s senior be seen as an investment in both the State Plan’s public transport market management and the price of fares to safety and reliability of rail. It is share targets, timetable changes should performance. The various aspects of expected that the RailCorp trial will be be leading to the improvements and performance to be the subject of the completed in 2007-08, after which targets sought by the State Plan. Charter have not been fully outlined, Government will consider the results. The first major timetable change is although the Premier referred to on-time The particular type of ATP being trialled anticipated for 2008 with the opening running as being an inclusion. As part of by RailCorp is a version of the European of the Epping-Chatswood rail line. the Charter, a Commuter Ombudsman ETCS/ERTMS.30 ITSRR will review and is to be appointed to work within provide advice to the Minister on RailCorp. RailCorp’s trial.
30. ERTMS is an acronym for European Rail Traffic Management System. ETCS is a new (automatic) train control system, and GSM-R is a new radio system for voice and data communication. ETCS and GSM-R together form ERTMS 31. ATMS is the acronym for the Advanced Train Management System 32. Details are available in: Review of CityRail fares 2007/08 Public Hearing 5 September 2007 Transport – Discussion Paper, August 2007, at the IPART website 33. Iemma announces Commuter Charter, News Release, Premier of New South Wales Australia, Monday 26 March 2007 34. Available at the Australasian Railway Association website
54 The Transport Reliability Report 2005-06 As was the case last year, the above suggested that for the timetable there matters need to be addressed in a may be a need to review current sustainable manner. Again, in an practices such as the definitions of the operation the scale and extent of that CityRail peaks and measurement of run by RailCorp a very substantial customer delay. In ITSRR’s view, while proportion of growth in demand is the advent of the State Plan has likely to occur on the existing network, elevated this work from being desirable and maintenance of this network is a to imperative, it is unclear what precondition for growth. progress has been made. The continued decline in CountryLink The third issue identified in 2005-06 was patronage raises issues regarding this freight. If anything, the importance of business. Importantly, little light is freight has increased. The Government shed on the relevant matters by has now set a target for Botany rail reporting under the current Rail freight and endorsed a freight plan for Performance Agreement. Sydney which includes a substantial Finally, RailCorp and ARTC are expansion of the port. considering the future use of different The Council of Australian Governments ATP systems on their respective has placed freight onto its agenda, networks. ATP systems can have both and ARTC has submitted an access safety and capacity benefits. It will undertaking to the Australian be vital for the metropolitan urban Competition and Consumer transit and national freight tasks that Commission. Work has been done on the respective systems are fully plans to augment parts of the MRA for interoperable. ITSRR will provide advice freight. Yet despite this progress there to the Minister on RailCorp’s ATP trial. are issues regarding the current condition of a pivotal piece of freight infrastructure in NSW – the metropolitan freight lines. Increased maintenance will be needed for the metropolitan freight lines to not only arrest their gradual deterioration but to adequately deal with the current and prospective freight tasks.
Transport Reliability Report 2006-07 55 3.3 Rail Infrastructure Country Regional Network be based on infrastructure condition corporation standards and results and works, and it would not be RIC provides the Ministry of Transport properly informed by considerations Background with quarterly reports which include of budgets alone. The Country Regional Network temporary speed restrictions (TSRs), the The transport task on the Country comprises lines outside of the MRA availability of train paths and some Regional Network is measured by which are not leased to the ARTC. other aggregate indicators. Results for million gross tonne kilometres (mgtk). 2006-07 are in Table 3.7. They include A Funding Agreement between the There are seasonal influences and some new performance measures. Ministry of Transport and the Rail annual fluctuations in grain volumes, Infrastructure Corporation (RIC) aims In the Transport Reliability Report particularly on the R-lines. The task for to provide for the upkeep of the 2005-06, ITSRR noted that RIC was 2006-07 was 13% below the level of infrastructure to acceptable standards. working to address reporting issues 2005-06. This was due to a fall in grain The Agreement is for $115 million per including by provision of some traffic of over 50mgtk or 40%. General annum. The Agreement is the principal information directly to ITSRR. The freight and passenger mgtks remained source of funds for RIC. Additional reports to ITSRR include the scope at levels similar to 2005-06. funding of $15 million is provided by of maintenance and renewal work Coal traffic grew substantially by 50% the Ministry to RIC for the Restricted being undertaken. in the year, with strong increases lines (R-lines). There was a considerable improvement through the course of the year, on the The Country Regional Network is in the quality of reporting to the back of a boom in Australian coal controlled by RIC. It comprises Ministry and to ITSRR in 2006-07, exports. This is relevant for the Country three types of rail lines: reflecting a greater focus by RIC and Regional Network as it potentially the ARTC on work scope monitoring. services mines in the Gunnedah Basin > mainlines, of class 1 or 2 standard This supports State Plan Priority P2. and the Western Coalfield. and unrestricted use. The predominant traffic on these lines is Information reported to ITSRR includes In 2006 two coal mines opened in the freight with a mix of container, grain compliance with technical maintenance Boggabri area of the Gunnedah Basin. and minerals trains. Hauls are plans, speed restrictions, and delivery of There is discussion about the opening conducted with mainline locomotives major maintenance projects. of other new mines in the Basin and fully loaded wagons. On some including north and west of Gunnedah As was the case for 2005-06, the and near Narrabri. In the Western segments, CountryLink runs regular overall works scope delivered by the passenger services. Coalfield there are proposals for mines end of June 2007 was different to near Mudgee. > unrestricted branch lines of class 3 that planned at the outset of the year In January 2007, ARTC published a standard. The predominant traffic is 2006-07. At the start of each year, RIC study of potential initiatives in the branchline locomotive hauled bulk sets out a plan for the various types of Liverpool Ranges area to improve the grain. These lines serve some of the works within an available budget. It efficiency and capacity of freight grain silos in country NSW, and have adjusts this plan during the year to take operations between North Western an important role in reducing heavy into account matters such as changes NSW and Newcastle. ARTC noted that truck movement on local roads. in estimated unit costs and scheduling potential growth in Gunnedah coal had Traffic levels on these lines in recent of works. Compared with the plan at moved this onto the planning agenda. years have been severely affected by the start of the year, in 2006-07 RIC the drought and possibly also by completed less resignalling and bridge For coal haulage from these areas to be changes in the grain logistics chain. works, but undertook more rerailing competitive and sustainable, it is likely and resleepering. Total works that the relevant lines on the Country > restricted branch lines of class 4 or 5 expenditure was around $5m less Regional Network will need to be standard – R-lines. Traffic on these than planned at the start of the year.35 upgraded to cater for higher axle loads. lines is similar to the traffic on the It is understood that the planned works This may require replacement of timber class 3 lines (above). The difference sleepers with concrete sleepers and is that these class 4/5 lines are more are budget constrained and may not fully reflect the amount of maintenance increases in the size of rails. RIC advised lightly constructed and are generally ITSRR that it is considering suitable in poorer condition. needed to bring and hold the network to acceptable condition in the longer upgrades and is discussing this with the Day to day maintenance of the Country term. While ITSRR is not aware of any coal industry. Regional Network is conducted by resulting safety issues, there are some ARTC. RIC sets requirements for this difficulties in assessing the adequacy of work and oversees ARTC’s performance. works in providing a sustainable network. Any assessment needs to
35. Under RIC’s accounting system, scope delivered was $149m – some $4m less than the ‘agreed budget’ (start of year) of $153m and $15m less than the ‘base budget’ (end of year revised ) of $164m
56 Table 3.7: Rail Infrastructure Corporation reports to Ministry of Transport under the Funding Agreement(a)
Issue Indicator 2005-06 2006-07
Temporary speed restrictions (TSRs) Time lost (minutes) na(b) – passenger 100 – freight 228 – grain 374 Track Quality Index (TQI) TQI na(c) – passenger 41 – freight 50 – grain 57 Bridges under speed restrictions Number na(c) – passenger 5 – freight 6 – grain 3 Safety Inspection compliance % completed na(c) 99% No. of path requests unable Paths 0% 0% to be granted Gross tonne kilometres (gtk) Million gtk per month 301 262
(a) There are some differences in reporting compared with that provided in the Transport Reliability Report 2005-06, including changes in the definition of Temporary Speed Restrictions, the inclusion of a Track Quality Index and the deletion of ‘Waivers under the Train Operating Conditions’ (b) The 2006-07 definition of Temporary Speed Restrictions differs from that of earlier years. Targets are passenger 130 minutes, freight 270 minutes, grain 620 minutes (c) Result not reported for 2005-06 as this is a measure introduced in 2006-07. A TQI target has not yet been set. Targets for bridges under speed restrictions are passenger 10, freight 10, grain 6 Source: Rail Infrastructure Corporation Statement of Corporate Intent, Country Regional Network Funding Agreement Quarterly Report June 2007
Growth in coal movements, together Separate funding is provided by the flows of grains from particular areas, with a return to normal grain traffic Government for the R-lines. Last year’s including away from some silos on the levels, would increase traffic levels on Transport Reliability Report noted that R-lines to larger storage facilities on track segments between Narrabri, according to RIC and ARTC the mainlines. This creates some doubt Werris Creek and the Liverpool Ranges. announced funding and program was about the need to maintain particular In that event, capacity augmentation by sufficient to maintain the R-lines in a ‘fit R-lines. The experience with rail in rural passing loops or signalling may also be for purpose’ condition for the 2007-08 NSW over the last decade is that simply required in these areas.36 and 2008-09 harvests. In most cases the maintaining, restoring or even In late 2006-07, the little used Kandos- lines will have tonnage and speed improving some lines will not guarantee Gulgong and Blayney-Cowra lines were restrictions and trains will not run during that they will be used, even with very rendered non-operational. the heat of the day in the hot summer low access charges. Examples of this months. However, RIC and ARTC have are the Cowra-Blayney and Kandos- Previous Transport Reliability Reports highlighted that some lightly used lines Gulgong lines. This is because access identified some issues regarding the are reaching a position where continuity charges are only a small part of the restricted lines (R-lines). While the of services can no longer be guaranteed financial cost of train operators, and Government had announced an in the long term. train operators also face costs in terms intention to go to the market seeking of limits to train speeds and tonnages expressions of interest in arrangements Part of the issue regarding the R-lines relates to the certainty of their use by that can be used on some lines. In for the lease of grain lines this was not short, track related costs may not progressed in 2006-07. Some other grain trains. The main traffic use on these lines, grain logistics, is an industry play a decisive role in the pattern of R-lines are temporarily non-operational, grain movements. and require some advance notice of that is currently restructuring. This intended use. restructuring includes redirection of
36. See: ARTC presentation: Providing Rail Infrastructure to Support Gunnedah Basin Growth Gunnedah Basin Coal Conference, 21 September 2006 available at the ARTC website: www.artc.com.au
Transport Reliability Report 2006-07 57 Following the sale of the rail grain ARTC lease network ARTC expects to invest a further hauler FreightCorp in 2001, the matter standards and results $885 million in major works on the of grain haulage by rail was dealt with The lease requires ARTC to provide an NSW leased network in future years by a Grain Works Deed and a Grain Annual Condition Report to RIC. The including $238 million on the Southern Haulage Deed. The Works Deed dealt Condition Report covers a number of Sydney Freight Line, $227 million on with some recapitalising of assets indicators. ARTC has provided RIC with the main south line, and $152 million used for grain on the R-lines a report for 2006-07.37 This shows on the north coast line. eg. refurbishment of low capacity compliance with all terms of and To expand the capacity of the Hunter wagons. The Haulage Deed created performance indicators under the lease. coal chain, ARTC invested around $57 an obligation to carry grain presented Most of the indicators show an million in major works in 2006-07. to silos on the R lines, an obligation improvement compared 2004-05 when Among the projects was the Sandgate taken on by Pacific National after the the lease commenced. (Kooragang) grade separation which FreightCorp sale. The obligation ceases The lease requires substantial substantially increases capacity at this to exist after November 2007 which is junction. In 2006-07 ARTC also the start of the 2007-08 harvest. investment in infrastructure. In 2006-07 ARTC invested $325 million on major increased maximum permitted coal The recent extended drought has works and a further $95 million on train speeds from 60kmh to 80kmh in complicated matters. It is unclear what corridor MPM and capital. The major the Hunter. ARTC expects to spend in impact the drought has had on the works included $102 million on the the order of $219 million on major pattern of deliveries of grain to silos on main south line (Sydney to Melbourne), works in the Hunter in future years. R-lines. The changes in deliveries seen $81 million on the north coast line This is expected to yield a rail to date would reflect a number of (Sydney to Brisbane), $57 million in the infrastructure capacity of up to around matters including underlying changes in Hunter Valley and $67 million on train 165 million tonnes per annum for some logistics, competition among grain control consolidation. line sections compared with a current handlers and the drought. throughput in the order of 90 million Among the major works were concrete tonnes per annum. Reporting by RIC to Treasury under the resleepering on the main south and Statement of Corporate Intent north coast lines, replacement of the Under the terms of the lease, ARTC is to remained unchanged in 2006-07. bridge over the Murrumbidgee River at have an ‘Access Undertaking’ approved These reports largely deal with financial Wagga, grade separation of coal and by the Australian Competition and data but some performance mainlines at Sandgate, introduction of Consumer Commission. The existing information, including aggregated centralised train control on the main Undertaking, which was based on the measures of track quality and speed south line, modernisation of signals on NSW Rail Access Undertaking, expired restrictions for the network, are the north coast and commencement of on 1 June 2006, and ARTC lodged a included. The relevant information a number of passing loops and new draft Undertaking with the is included in Table 3.7. overtaking lanes on the main south and Commission in late June 2007. The north coast lines. On 21 December 2006, Commission is currently assessing the project approval was granted for the draft Undertaking. Southern Sydney Freight Line by the Finally, as noted earlier, ARTC is NSW Minister for Planning, subject to evaluating an Automatic Train some conditions. Protection system – Advanced Train The purposes of the works are to Management System. reduce transit times to allow interstate rail operators to compete more strongly with trucks, and to expand capacity on both the coal and interstate networks. Some of the works are also expected to reduce life cycle maintenance costs.
37. 2006/07 NSW Annual Condition Report, August 2007, available at the ARTC website
58 Comments and outlook for 2007-08 The issues regarding the R-lines extend ITSRR’s reliability monitoring coverage beyond their current poor condition. relates to the Country Regional For particular lines there is a Network but does not extend to the fundamental question about the network leased to the ARTC comprising likelihood of their use. Merely repairing the Defined Interstate Rail Network and or even improving the R-lines may not Hunter Valley lines. be sufficient to guarantee their use – what is also required is the viability of Tonnage on the Country Regional above-rail operations conducted by the Network in 2006-07 was severely private sector. affected by the impact of the drought on grain traffic. However, coal In 2006-07 the harvest was drought tonnages increased markedly. affected, and it is difficult to conclude the extent to which low R-line traffic Regarding the Country Regional was due to this (hopefully) temporary Network there are some general effect, or to more profound changes to questions about planning for grain logistics. Certainty for the future of maintenance works. Among these is R-lines is likely to depend on agreements the matter of whether the plans are between governments and industry. designed to lead to an improved network which is sustainable in the longer term – that is, is the scope of planned works adequate for a long term network? Another question is whether plans drawn up at the start of the year – represented by the ‘agreed budget’ – are conservative. For each of the last three years the ‘base budget’ – the budget modified during the year – has substantially exceeded the agreed budget. A third question concerns the reasons for underexpenditure compared with the ‘base budget’ which again has occurred for each of the last three years. These planning issues may take on greater importance in future years. The increase in world coal demand may result in a need to upgrade part of the network to Narrabri and if so strong and accurate planning of works scope in this corridor will be required.
Transport Reliability Report 2006-07 59 Figure 4.1: Metropolitan bus system contract regions
60 4. bus
4.1 Background
Bus services in NSW are provided under The financial model of the MBSC is Activation of contract provisions contracts administered by the Ministry based on ‘gross cost’, through which All terms of a contract start at the of Transport. The Government’s Bus the Government via the Ministry commencement date. From that Reform Program commenced in provides funds to cover some bus time there is a requirement for regular 2004-05 and 2006-07 saw some operator costs as well as patronage reporting of data to the Ministry of further consolidation of that Program. payments and the possibility of Transport. Reporting to date, incentives for performance. The outlined below, now covers both 4.2 Bus reform Ministry collects financial data from the Metropolitan and Outer operators, controls fleet expansion Metropolitan areas. The reform program and makes submissions to IPART The Ministry of Transport and regarding fares. Community consultation metropolitan bus operators have The new contracts require substantial entered into new arrangements set out Status of bus reform in 2006-07 community consultation regarding in the Metropolitan Bus Service Stages in implementing the Bus matters such as network changes Contract (MBSC).38 The MBSC applies Reforms include: and service reviews.40 equally to privately owned bus > execution of new contracts Under Metropolitan Bus System operators and to the Government’s Contracts, each year bus operators are State Transit Authority (STA). > activation of contract provisions to develop Annual Service Plans. These At the end of 2006-07 there were > community consultation plans are to outline proposals for 3,126 buses covered by the MBSC. existing bus service and any service > roll-out of strategic bus corridors This is an increase of 4.8% since changes. The Ministry approves these and introduction of integrated the commencement of the Bus plans as appropriate and they then network services Reform program. become part of the bus contract. > operational performance and service Regional Planning Forums involving the Reporting under the Metropolitan quality regimes. Ministry, the bus operator and other Bus Service Contract interested organisations provide input The Ministry is now regularly provided New contracts to the Service Plans. The Plans and an with data from bus operators regarding The Metropolitan area, which has Integrated Network Plan are to be transport performance. 15 contract Regions, has been covered exhibited for public comment. by the new contracts since October Transport performance indicators For the Integrated Network in each 2005. The contract areas are shown in include patronage, service km, trip contract Region, a first round of the Figure 4.1.39 Along with the contract numbers, on-time running, cancelled consultations assists in identifying service areas are 43 ‘strategic corridors’ services, and complaints. issues. The Integrated Network Plan is to which link major centres across the address broader goals of bus reform, Some of these indicators are intended Metropolitan area. These are seen as introducing Strategic Corridors and to be used in the Operational the backbone of the Metropolitan bus integrating services. It is intended that Performance Regime which is to networks, and the Government is further annual consultation in each measure the punctuality and ‘reliability’ financing bus priority measures over Region will assist in adjusting services to of bus services. The MBSC sets out these corridors. the stages in the process for the take into account demand growth etc. In 2006-07 new contracts were agreed introduction of this. Prior to commencing community for the 10 Outer Metropolitan contract consultations for any particular Region, Some of these indicators are also to be Regions – in the Blue Mountains, the Ministry and relevant operators used in the Service Quality Incentive Wollongong, Newcastle and the develop a plan for an indicative which use information from Central Coast. Included in this was the Integrated Network. stakeholders including passengers. extension of consistent distance based fares and the Pensioner Excursion Ticket to these areas.
38. Available at the Ministry of Transport website: www.transport.nsw.gov.au/busreform 39. The Ministry of Transport recently published detailed profiles of each contract Region covering matters such as demographics, travel patterns, community facilities and major centres, rail services and bus routes. These are available at the Ministry of Transport website 40. Outlined in: Service Planning Guidelines, Sydney Metropolitan Regions – June 2006 at the Ministry of Transport website
Transport Reliability Report 2006-07 61 For 2006-07, the Ministry advises As was the case last year, new services Operational performance that it substantially progressed such were added in 2006-07 in a number of and service quality regimes indicative planning for Metropolitan high or growing patronage areas Consultations with Metropolitan regions 1, 2, 3, 4, 7 and 15, covering including the M2 corridor. There also operators regarding the introduction of the western parts of Sydney – including were some reports about changes to the Operational Performance Regime Campbelltown, Liverpool, Penrith and particular services and routes, for continued in 2006-07. In February the Hills District, as well as the Ryde example in off-peak and weekend 2007 the Ministry of Transport trialled and Parramatta districts. It is services in certain areas, including surveys for measuring punctuality and intended that first round community Regions for which the Integrated reliability (cancellations) on some STA consultations for these Regions will be Network services had not commenced.41 routes. It might be noted that ITSRR undertaken later in 2007. Bus priority measures are to be previously had undertaken surveys of Indicative planning for Integrated introduced on the strategic corridors. bus reliability and punctuality – for Networks in the remaining These include ‘bus only’ lanes and example as reported in the Transport Metropolitan Regions is expected electronic traffic signal priority for Reliability Report 2004-05. to commence in 2008. Passenger Transport Information and The NSW State Plan sets benchmarks Priority System (PTIPS) equipped buses.42 for the operational performance of Integrated Network services and service changes Other notable service initiatives buses, and these will need to be incorporated into the operational In 2006-07 Integrated Network services included the introduction of STA ‘PrePay’ buses on a number of major performance regime. For STA these are were introduced for Metropolitan that 95% of buses are on time across Region 10 (Miranda, Sylvania, corridors in Sydney. PrePay buses were introduced between the City and North the network at departure and that Engadine, Sutherland, Menai, Illawong, 80% pass the mid-point on strategic East Hills, Revesby, Bankstown) and Bondi, Abbotsford and Denistone East. The Ministry has reported strong corridors on time. Private buses will use Region 13 (Parramatta, Auburn, similar targets. Granville, Fairfield East, Liverpool, patronage on these buses. In June Georges Hall, University Of Western 2007 the Government announced the Bus Reform also envisaged a Service Sydney, Regents Park, Bankstown). extension of PrePay buses between the Quality Incentive, at least partly City and the Northern Beaches, dependent on the results of customer Operators may ask to provide additional Maroubra, Botany, Kingsgrove, surveys. The Ministry trialled some services for patronage growth, even Canterbury and Ryde. types of customer satisfaction surveys prior to the introduction of Integrated in late 2006 to assist in determining Network services. Operators may also A further initiative was the March 2007 opening of the North West T-way. The methodologies for payments to request a change in services such as operators under the Incentive. routes or service levels. The Ministry has new T-way is a bus rapid transit system power to approve service changes and that runs 17km between Rouse Hill and in some cases organises the provision Parramatta in north and western of buses for new services. Sydney. It is intended that a second section between Parklea and Blacktown will be opened in late 2007. The new T-way is the second in the Metropolitan area – the other is the Liverpool- Parramatta T-way which opened in 2003. Initial reports show strong patronage growth on both T-ways.
41. See for example, New peak bus services for busy back to school period, Media Release, Minister for Roads, Assistant Minister for Transport, January 30, 2007 42. PTIPS equipped buses commenced operations on the Liverpool-Bankstown, Hurstville-Miranda and Bondi Junction-Burwood corridors in 2006-07
62 4.3 Current performance results
Background Table 4.1: Metropolitan bus performance summary 2006-07 2006-07 is the first full year for which data for the Metropolitan Regions has 2006-07 been reported to the Ministry under the Bus Reform arrangements. Due to the Patronage(a) 189 million possibility of seasonal influences, some Service km 101 million caution should be exercised in comparing this information with that Number of trips 8 million shown in last year’s Transport Reliability (b) Report which was based on part of On-time running % 99.7% 2005-06. The information available to Cancelled services %(b) 0.05% ITSRR is summarised in Tables 4.1 and 4.2. Feedback number 37,088 The following commentary, however, (a) Initial boardings, excluding School Student Transport Scheme passengers relates only to the Metropolitan buses. (b) Average of STA, private operators weighted by trip numbers Performance Source: Ministry of Transport August 2007 Metropolitan contract regions reported Information also has been collected by the Ministry for part of the year for the around 189 million passenger initial outer Metropolitan areas. This is summarised in Table 4.2 below. boardings in 2006-07.43 This was dominated by the contract regions held by STA’s Sydney buses (153 million or 81% of total boardings).44 Full year patronage data is not available Table 4.2: Outer-metropolitan bus performance summary 2006-07(a) for previous years. However, some growth comparisons can be made – 2006-07 data from the Ministry suggests that Patronage(b) 12 million bus patronage was 2.7% higher in the period November to June 2007 than in Service km 18 million the corresponding period of the Number of trips 1 million previous year. This might be compared with growth in CityRail patronage of On-time running % 99.6% around 3.0%. Cancelled services % 0.03% As is the case with CityRail, total bus patronage reported to the Ministry is Feedback number 3,384 not segmented into peak and off-peak (a) Part year from September-October 2006 to July 2007 periods. However, private bus operators (b) Initial boardings, excluding SSTS passengers have provided the Ministry with peak Source: Ministry of Transport August 2007 and off-peak patronage figures which show around 65% of weekday passengers to be using buses in peak hours.45 Weekend patronage is around 10% of the total.
43. Initial boardings relate to when passenger first ‘pays’ a fare on buses, trains or ferries. In the case of buses, a cash payment or use of a Travel 10 is an initial boarding and included in the statistics reported to the Ministry from operators. If a Travel Pass is used by a passenger for a journey first on a train or ferry, then this may not counted as an initial boarding on a bus. Consequently, initial boardings will be less than total passenger journeys when those journeys include use of Travel Passes 44. STA provides patronage data to the Ministry under the framework involving Government ownership of the Authority. This has total STA passenger journeys at around 202 million comprising Sydney buses (153 million), Newcastle buses (11 million), Western Sydney Buses (2 million), School Student Transport Scheme (31 million) and tourist services (6 million) 45. Peak hours are considered to be between 6.00am and 9.30am, and 2.30pm and 6.00pm ie. different to those for CityRail
Transport Reliability Report 2006-07 63 Trips and service kilometres Operational performance Customer matters Data provided to the Ministry by the Aspects of operational performance to The customer feedback figures for bus operators shows around 7.5 million be covered by the new contracts 2006-07 are higher than for 2005-06. bus trips – scheduled bus journeys – in include on-time running, service Reported feedback increased by 18% 2006-07, somewhat higher than in cancellations and skipped stops. These for the period November–June 2007 2005-06. Around 60% of these were in indicators are shown in Table 4.3 which compared with November–June 2006.47 metropolitan contract Regions held by also included statistics on feedback The feedback data suggests a higher the STA. As was the case in 2005-06, from customers.46 rate of complaint per passenger this is significantly lower than STA’s This suggests that over 99.5% of buses boardings on privately operated buses share of total metropolitan patronage operated to schedule and that there at 2.1 per 10,000 passengers compared and indicates that STA has significantly were very few cancellations of either with 1.7 for STA. However, the rate of higher average patronage per service. STA or privately operated services. As complaint per 1,000 private bus trips Again, as was the case for 2005-06, noted in earlier Transport Reliability (services) at 2.5 is much below that passengers per service km are Reports, this result for punctuality reported for STA which is 5.6. Around significantly lower for private buses – should be treated carefully as it relates half of all complaints related to service 0.8 compared with 2.7 for STA. There to departures from depots etc. rather reliability e.g. on-time running. A further was a minor rise in passengers per than on-time running at destinations or 20% of feedback related to service service km for private buses during on route. Section 2 of this Report levels. The composition of feedback is 2006-07, but a substantial rise was showed that the State Plan has a new shown in Table 4.4. reported to the Ministry by STA. benchmark for on-time running of bus Reported service kilometres increased in services – 80% of operations running 2006-07 by around 1%. It appears that to schedule at the mid-point of the average trip length by private buses strategic corridors. At present this is not remains slightly higher than those for reported to the Ministry of Transport. STA – 14.4km compared with 12.7km.
Table 4.3: Summary of metropolitan bus operational data reported to the Ministry of Transport 2006-07
Indicator STA Private operators
On-time running 99.7% 99.6% % of trips cancelled 0.07% 0.01% Bus full on route na 430 Feedback complaints(a) 28,501 8,587 25,000 7,500 Average fleet age (years) 12.6 12.2
(a) Approximation derived from a reported ratio complaints: feedback Source: Ministry of Transport August 2007
46. Feedback includes complaints 47. Due to the activation of the MBSC in October 2005 and part year reporting in 2005-06, this is the period for which comparable data is available
64 Table 4.4: Bus customer feedback 2006-07
Number % of total Reliability 17,294 47% Service 7,499 20% Convenience 4,637 13% Safety and security 4,161 11% Comfort 984 3% Other 2,524 7%
Source: Ministry of Transport August 2007
The operational data reported to the As was pointed out in the Transport ITSRR is careful to point out that claims Ministry does not suggest a reason for Reliability Report 2005-06 crowding or of achievement of 95% (or better) the feedback results. Indeed, given the loading indicators would be important on-time running for a fleet average initiatives undertaken including new and to understand capacity-demand measured for departures at terminus PrePay buses, the increase in the level of matching, at least at the route level. points do not undermine the case for feedback may appear to be a surprise. They also would go some way towards programs aimed at providing priority for Possibly, the Ministry’s requirement that understanding whether there were buses in road traffic, for PrePay buses or all operators – private and STA – be differences in peak and off peak for Bus Rapid Transit Systems. linked to the ‘Your Say’ component of demand growth. The reporting of such Customer survey and service the 131 500 Transport InfoLine might be indicators would be extremely useful to quality index an influence. However, this would not the Ministry in designing or assessing explain the higher rate of complaint per integrated network plans, or advising In the Transport Reliability Report 1,000 STA bus trips. on policy that affects peak hour 2005-06 ITSRR noted that it had consulted with transport and survey Other potential explanations might services. Indeed the Service Planning guidelines for bus reform do refer to experts who have proposed service include changes to services and quality indexes in recent years. crowding. In 2006-07 data from all the importance of operator bus load operators regarding on-board history and checks and data available To progress this, in mid-2007 ITSRR passenger loads was not routinely from the Ministry’s Transport Data conducted focus groups aimed at reported to the Ministry through the Centre in developing the Integrated identifying what might be important MBSC process and is therefore not Network plans. Given growth in attributes of service quality to bus available to ITSRR. It is possible that patronage this might become more users. For this purpose three segments some of the increase in complaints significant in 2007-08. of the bus market were identified; bus only commuters, bus users who ride on relates to peak hour loads. Operators Other bus issues do provide estimates of loads and other modes of public transport for crowding in support of claims to the Data their commuter journeys and Ministry for increased services or In previous Transport Reliability Reports, passengers who use buses for local additional buses. ITSRR highlighted issues regarding the journeys. ITSRR is discussing the results quality of bus data. It is recognised that of these with the Ministry of Transport. Relevant indicators of crowding on the new bus contracts are intended to buses would include bus full on route Bus Reform does envisage that the address these matters and that this will i.e. buses which do not pick up Ministry will conduct or have access take some time. passengers at stops because they are to Service Quality Incentive surveys for fully loaded. Private operators identified Against this background ITSRR had individual contract areas for the 430 occasions on which buses were full conducted limited operational surveys of purposes of contract management. on route. In this regard it might be bus punctuality, including measurements ITSRR’s focus is different to this – it is noted that reports from private at some major bus stops in the at the aggregate level. operators indicate a much lower Metropolitan area, rather than at average number of passengers per bus terminus points. This type of indicator trip compared with that reported from has now been adopted in the State Plan. STA – 12 compared with 34.
Transport Reliability Report 2006-07 65 4.4 Comments and In the case of rail in previous years, ITSRR has commented on a seeming outlook for 2007-08 discrepancy between aggregate Bus Reform progressed further towards passenger and on-board crowding full implementation in 2006-07 with statistics that may suggest growth is internal work by the Ministry to prepare concentrated in peak hours. However, for public consultation for introduction the statistics reported to the Ministry in in 2007-08 of Integrated Network rail are not segmented into peak and services in a substantial number of off-peak. For rail, this has relevance to contract areas. The Ministry’s plans for timetable design and also to the 2007-08 suggest that there will be an monitoring of the operational acceleration of the Bus Reform program. performance of trains. In 2006-07, Bus Reform also For buses, like rail, the Ministry does commenced in the Outer not routinely receive segmentation of Metropolitan areas. patronage into peak and off-peak or of vehicle loads such as ‘bus full on For the Metropolitan Regions overall, route’ for every Metropolitan Region. patronage increased in 2007-08. Influences behind this are likely to Section 2 of this Report highlighted the include initiatives such as PrePay buses necessity for more intense transport and the Integrated Networks that have planning to meet the targets of the been established. Aggregate growth State Plan. It would seem logical that in the Metropolitan area was of the such planning needs access to same order of magnitude as patronage data by route and by at least experienced by CityRail. peak/off-peak. It also would benefit from measurement of vehicle passenger Reported operational performance loads, especially identification of where remained at around the same levels and when crowding is occurring, and as for 2005-06. Notwithstanding this, with the Ministry of Transport matching feedback which includes complaints this data with that produced from the increased substantially. This suggests Household Travel Survey. that more detailed reporting and analysis of transport and operational The State Plan also has improvement performance, and of feedback, would of customer satisfaction as an be warranted in the future. important Priority. It is recognised that feedback data may have some Of special interest is whether growth in limitations as indicators of customer patronage is concentrated on particular satisfaction. With this in mind, it may routes and at particular times of the be desirable for customer surveys to day – for example on certain strategic commence in 2007-08. corridors in peak commuter hours.
66 5. ferries
5.1 background 5.2 current performance results Sydney Ferries Corporation is the major Reports are made to the Minister each event of service cancellations and provider of funded ferry services in month on the achievement of delays. In the later months of the NSW. It operates services on routes in performance benchmarks and on other year, storm damage to public Sydney Harbour and the Parramatta matters. The performance benchmarks address systems was also identified River. Reliability standards are included and results are shown in Table 5.1. as a contributor to complaint levels. in its Performance Agreement with the Operational performance in 2006-07 Sydney Ferries carried approximately Minister for Transport. The Agreement remained broadly at the same strong 14.2 million passengers in 2006-07, sets out two outcomes: overall level as for 2005-06. There were around 0.5% to 1% more than in 1. Sydney Ferries, as an integrated part fewer service cancellations, a reduction 2005-06. There is some uncertainty of Sydney’s public transport system, from 1.1% in 2005-06 to 0.7%. about the precise patronage levels, is to provide safe, reliable and However there was a small deterioration although Sydney Ferries is more quality ferry services that meet the in on-time running from 98.4% in confident about estimates of growth. needs of its customers and the 2005-06 to 98.0% in 2006-07. Uncertainties about passenger numbers reflect methods of estimation and the wider community. Vessel availability fluctuated around fact that many wharves do not have 75% throughout the year, but improved 2. Sydney Ferries must demonstrate gates through which passenger compared with 2005-06. Similarly, vessel that public funds expended in the numbers can be counted. Also relevant reliability was higher for most months of delivery of its services are used in a is the relatively high use of travel passes 2006-07 compared with the cost-effective and responsible manner. by Sydney Ferries’ passengers, which corresponding months of 2005-06. implies that a substantial proportion of There was a substantial increase in passengers use other public transport the number of complaints in and modes. In turn this means that it is through 2006-07. Total complaints important for there to be a strong in 2006-07 were 45% higher than in service linkage between Sydney Ferries 2005-06. Reports to the Minister and buses. From April 2007 Sydney under the Performance Agreement do Ferries discontinued its cruise services. not include a statistical breakdown of complaints, however, Sydney Ferries indicates that complaints rise in the
Table 5.1: Sydney Ferries Corporation performance benchmarks 2006-07
Indicator Target Result
Vessel – availability 80% 77% – reliability 95% 93% Service reliability – % of scheduled services that run 99.5% 99.3% – % of services that run on time 99.5% 98.0% – number of customer complaints 800 1,808 Sustainability – number of reportable incidents 7 6 of environmental damage – number of sick leave days 7 8 per employee – percentage patronage growth na na
Source: Reports from Sydney Ferries Corporation to the Minister and Ministry of Transport 2006-2007
Transport Reliability Report 2006-07 67 Sydney Ferries patronage could be 5.4 comments and Clearly the Special Commission of considered to fall into two roughly equal Inquiry will be an important influence groups – regular commuters and leisure outlook for 2007-08 on the outlook for Sydney Ferries, and travellers. The Manly route is the most The operational performance statistics it would be inappropriate for ITSRR to heavily patronised with around 45% of reported to the Ministry – service speculate or comment on this. total Sydney Ferries passenger numbers. reliability and on-time running – are Nonetheless, as is the case for rail and The Inner Harbour routes also account averaged on a full day basis across all bus, there does seem to be scope for for around 45% of total patronage.48 services. The average is not weighted improving the quality of reporting to according to routes, time of day or the Ministry of Transport especially 5.3 Other matters patronage levels. Greater identification given the Priorities of the State Plan. of route or time based data may Special Commission of Inquiry be important. Sydney Ferries vessels were involved in Information presented to the Special fatal collisions on Sydney Harbour on Commission of Inquiry for the period 5 January and 28 March 2007. These November 2006 to April 2007 suggests and a number of other incidents were a somewhat lower level of operational or are the subject of investigation performance for the JetCat compared including by the Office of Transport with the Manly Ferry. This might be Safety Investigations.49 compared with the significantly higher On 4 April 2007 a Special Commission price paid by JetCat passengers and the of Inquiry was established into Sydney fewer ticket products available for the Ferries. The terms of reference are to JetCat, and potentially this may indicate inquire into and report, on: a source of service related complaints. the present state of Sydney Ferries’ Similarly, if there is a relatively high provision of ferry services and any transfer of passengers between bus action which should be taken to and ferry for a single trip, the improve the ability of Sydney Ferries to operational performance of the provide safe, efficient and customer- combined modes is likely to be focused ferry services. Such action may important to customers. Again the include, but is not limited to: performance of several modes of transport, not just the performance of (1) changes to management structures Sydney Ferries, may have an impact on and practices; complaint levels. (2) changes to operations; While ITSRR has not examined these (3) changes to industrial practices; matters, it is possible that such factors are among the reasons behind the (4) measures to achieve cultural disparity between reported ferry change; and operational performance and the large (5) changes in regulatory and increase in complaints. governance arrangements. Sydney Ferries is the smallest of the The Inquiry is not investigating the major public transport modes in incidents involving Sydney Ferries on Sydney. However, as a carrier of 5 January 2007 and 28 March 2007. commuter traffic it has the potential to The Commission called for submissions make a significant contribution to the in April 2007, and public hearings were State Plan targets and to reduce held in July and August. It is due to congestion on particular roads. This is report by the end October 2007. quite apart from its icon status suggested during hearings at the Special Commission of Inquiry.
48. ‘Inner Harbour’ includes wharves other than Manly, Olympic Park, Rydalmere and Parramatta. Route patronage is available at the Special Commission of Inquiry into Sydney Ferries website: www.lawlink.nsw.gov.au/sfi 49. Office of Transport Safety Investigation website: www.otsi.nsw.gov.au
68 6. transport coordination
6.1 background 6.2 developments in 2006-07
Transport coordination is critical for the Integrated ticketing Route and service achievement of the service quality and Integrated ticketing is the use of a information – 131 500 50 the transport Priorities of the State Plan. single ticket for journeys on all public Integrated public transport route and Planning, policy and service integration – transport modes in a city. A number service information for Sydney is ensuring cohesion and coordination of cities have integrated ticketing, provided through the 131 500 among the modes – are seen as and one form of integrated ticketing Transport Infoline. This service is important factors behind public is a ‘smartcard’. managed by the Ministry of Transport 51 transport patronage growth. They Already Sydney has a limited form of and funding is in the order of $7.5 also provide opportunities for the integrated ticketing – travel passes – million per annum. The service is community to get best value for which are available for use on CityRail, supported by the main transport service money out of services. STA and Sydney Ferries services. providers: RailCorp, State Transit, Sydney Ferries Corporation and the It has been suggested that the NSW However, these are not available for private metropolitan bus operators. Government and Ministry of Transport use on private buses.54 At present, face transport coordination challenges the Government is working to develop Three elements of service are provided in Sydney that are unique in Australia.52 and implement a more general through the 131 500 Transport Infoline: More generally, it also has been claimed integrated ticketing system based on > information for planning of trips; for that the level of federal support for a ‘smartcard’ – Tcard. example, public transport options urban transport and coordination is The Public Transport Ticketing and timetables, notice of comparatively weak in Australia, and Corporation, which commenced maintenance closures for rail there have been recent calls for an operations as a stand alone > real time information about service Australian national passenger agenda organisation on 1 July 2006, is disruptions, including rail delays and as well as for nationally consistent managing the Tcard contract. customer commitments.53 route alterations for buses The 2006-07 State Budget had > The release of the State Plan was allocated around $86 million for capital receipt of complaints and feedback accompanied by an Urban Transport expenditure on Tcard. However, it is (Your Say Line). Statement. The Statement highlights: understood that little of this was spent, “one of the keys to an efficient suggesting that progress on the Tcard transport system is the coordination was slower than expected. During and integration of all its elements”. 2006-07 the progress with trials and introduction of Tcard attracted some The Statement points to a number of media attention. The Government is matters related to coordination and providing $70 million for expenditure integration. These include; integrated on Tcard in 2007-08. ticketing and route information, improved coordination of transport Tcard is currently in use for school bus modes, commuter parking, incentives services operated by private operators to encourage higher workforce use of in Sydney. It is intended that a trial will public transport, extension of the hours be held for commuters in mid-2007. of peak services, greater use of technology to improve operations, expansion of real time information. Also relevant are guarantees of service or customer service commitments.
50. Transport coordination has been defined by the NSW Audit Office as requiring: • “a network linking bus routes with rail and ferry that responds to a more diverse range of commuter destinations and times • Closely integrated interchanges and terminus facilities • Network development involving fare coordination, schedule and service coordination, public information and marketing coordination and administrative coordination” Connecting with Public Transport, NSW Audit Office Performance Reports, 2007 51. Developing Measures of Public Transport Schedule Coordination Quality, Currie G & Bromley L, 28th Australasian Transportation Research Forum, September 2005 52. National Passenger Transport Agenda, Australasian Railways Association, 2006 53. The Case for a National Approach to Metropolitan Passenger Transport in Australia, Simon Moodie and Simon Barrett LEK Consulting, paper presented to the 10th Conference on Competition and Ownership in Land Passenger Transport, August 2007 54. Bus reform introduced common single fare schedules and the Pensioner Excursion Ticket
Transport Reliability Report 2006-07 69 Demand for the service elements is Commuter parking In response, the Ministry of Transport shown in Table 6.1. and interchanges indicated that it had identified In 2006-07 there was a very substantial In NSW, commuter parking and responsibilities for the ownership, increase in use of the 131500 services, transport interchanges are owned operation and maintenance of most notably for the website. During and managed by various transport interchanges and would examine the the year a new service was introduced service providers, local governments option of creating an oversighting allowing for downloads of website and the Ministry. body. Further, the Ministry would pages through mobile phones. implement a post-project evaluation In 2006-07 The NSW Audit Office process. On the question of The increase in the use of the Your Say undertook a Performance Audit to coordination of transport modes the Line might be compared with a review the effectiveness of interchanges Ministry’s response included: significant overall increase in the in increasing public transport combined complaints and feedback for patronage.55 “MOT’s bus service contracts already provide for a network review process CityRail, Metropolitan bus and Sydney It found that there were no Ferries in earlier parts of this Report. which will be used to review bus performance standards for services as suggested by audit and MoT Coordination of transport modes interchanges, no inventory of will examine the opportunity to ownership, transport services or Coordination of routes and timetables incorporate rail and ferry services into amenities provided, and no regular 56 is important for public transport, the interchange review process.” reporting on adequacy and particularly where passengers wish to performance. Further there was no More recently, the Minister for use several modes on their journeys, assessment of the impact of Transport announced studies for such as bus-ferry. interchanges on public transport. In scoping works on 25 existing and new It is relatively difficult to adjust the short, there was no evidence from commuter interchanges on rail lines 57 routes and timetables for trains and which the success or otherwise of and strategic bus corridors. ferries. Hence, the focus of interchanges could be determined. Guarantees of service coordination is on the bus system, and The Audit Office recommended that changes to bus operating routes and The State Plan Priority S8 included the Ministry establish a body to oversee 58 times. The Ministry is pursuing this mention of Guarantees of Service. and coordinate interchange standards through the bus Integrated Networks. Already there is a Customer Service and monitor performance. It also Commitment in place for public At present there are no NSW recommended that the Transport transport service providers in Sydney – performance standards for coordination Infoline 131 500 website include it can be viewed at the 131 500 of transport modes. information about interchange layouts website.59 RailCorp is also among the and amenities, transport services, participants in the Australian Passenger parking facilities, taxi ranks. Transport Charter established by the Australasian Railway Association. In 2006-07 the Ministry of Transport updated its own Customer Commitment. As discussed in Section 3 Table 6.1: Main aspects of 131500 Transport Infoline 2006-07 of this Report, the Premier announced that there would be a Commuter Performance indicator Result (% change on 2005-06) Charter and Ombudsman for RailCorp. No announcement was made for a Number of: similar charter for buses or ferries. – telephone enquiries 2.1 million (-5%) – website visits 5.4 million (26%) – website downloads 25.7 million (12%) – Your Say Line calls 86,343 (5%) – Your Say Line emails 17,094 (14%)
Source: Ministry of Transport August 2007
55. Connecting with Public Transport, NSW Audit Office Performance Reports, 2007 56. Connecting with Public Transport, NSW Audit Office Performance Reports, 2007, at p.7 57. Planning and Scoping Works to Start on Interchanges, Deputy Premier, Minister for Transport and Minister for Finance News Release, Saturday August 25th 2007 58. Priority S8 aims to ensure that each agency has a Guarantee of Service displayed in a public place and that such documents are updated to reflect results of customer satisfaction surveys and NSW Ombudsman Guidelines 59. www.131500.info
70 7. summary and conclusion
ITSRR’s Annual Transport Reliability differences across lines and Some issues emerged regarding the Report reviews the quality of services notwithstanding some high profile deteriorating condition of metropolitan provided by public transport and the incidents from time to time. There also freight lines. These lines are critical operational sustainability of NSW was a substantial reduction in customer assets for the NSW and national freight Government rail. A special focus is complaints about CityRail. tasks, and increased maintenance a comparison with the performance Unlike in recent years, the patronage is warranted. standards set by the Government. and train load indicators are now CountryLink experienced a substantial Information for this Report has moving in concert. CityRail, patronage fall in patronage. Passenger numbers largely been sourced from the increased by 3.0%, and although this is have now fallen in each of the last five Government’s transport procurement less than in some other Australian years. Notwithstanding its improved agency, the Ministry of Transport, urban systems, further growth is operational performance, the extent and from RailCorp. expected in coming years. On-board and continuation of the decline in In the future, 2006-07 might be seen a crowding increased in 2006-07, and at patronage does raise questions about watershed year for public transport in current performance standards, this the connection of this business with its NSW especially in Metropolitan Sydney. presents future challenges for transport target markets. Public transport patronage in Sydney policy, capacity provision and timetable Rail Infrastructure Corporation’s increased in 2006-07 after weakness in design. A matter not reported to the reporting to the Government and to at least rail in recent years. Public Ministry at this time is standing-time for ITSRR improved considerably, consistent transport use is growing strongly in a passengers on board CityRail trains. with the State Plan’s Priorities. As in the number of other Australian cities. The operational performance of a last two years, in 2006-07 RIC Awareness of public transport is also number of crowded trains is not underspent its available budget for the increasing, and there have been calls for reported to the Ministry of Transport. Country Regional Network, although its more Australian Government support. Also, at present, peak hour patronage reporting is showing the completion of The NSW State Plan, published in statistics are not reported to the significant maintenance and renewals November 2006, set ambitious targets Ministry of Transport. This makes policy as programmed. A question remains as for the use of public transport by development more difficult. to whether the existing program is commuters. Achievement of these The performance of most infrastructure designed to ensure the long-term targets will require a significant response in the Metropolitan Rail Area (MRA) sustainability of the network or to be built on research, modelling, policy continued to improve. However, in whether a more extensive longer term development and capacity provision. ITSRR’s opinion, the improvement in program is needed. An optimal response will need well MRA infrastructure compared to One issue for the Country Regional designed and accurate statistics relating incidents arising from infrastructure Network is the likelihood that to network capacity and to the use of failures is still finely balanced. improvements and capacity expansion public transport services. MRA infrastructure performance and will be needed for the line between However, as suggested in the following capacity is important to the national Werris Creek and Narrabri to cater for commentary, there is scope for economy, especially through its use growth in coal traffic. improving the reporting of data to the by freight trains. A further issue for 2007-08 and beyond Ministry of Transport for each of the Work in 2005-06 identified some of the is the future of the R-lines. This is tied public transport modes and also for challenges in this regard including the in with grain traffic patterns, which transport coordination. While the State projected growth in freight and the prior to November 2007 were strongly Plan’s targets relate to public transport national framework for access. Similarly, influenced by the Government via the capacity and utilisation in peak hours, while CityRail fleet delays (and overall Grain Haulage Deed. little of the reporting to the Ministry and CityRail on-time running) remained to ITSRR is segmented along these lines. around target, fleet failures were above target. In an environment of 7.1 Rail sensitivity to incidents such as those on the Harbour Bridge in March and CityRail’s operational performance for July 2007, and prospective increasing the year as a whole remained slightly carriage numbers and services, better than target. On-time running continued attention to fleet since the introduction of the new maintenance is warranted. timetables in 2005-06 has tracked close to the 92% target, albeit with some
Transport Reliability Report 2006-07 71 The Australian Rail Track Corporation The Ministry received only limited data 7.4 Transport coordination provides a report to RIC under the showing the breakdown of patronage terms of its lease. This report showed into peak and off-peak periods and bus Transport coordination matters include conformance with the terms of the loads and crowding. Such indicators integrated ticketing, information lease in 2006-07. It also highlighted would be important in the design and systems, interchanges and guarantees very considerable investment in both assessment of optimal service provision, of service. the Hunter Valley coal system and the and would complement information During 2006-07, the preparation for interstate network, investment provided by bus operators in support of the introduction of the Tcard did not designed to increase capacity and the changes in service levels and for progress as far as expected at the start attractiveness of rail. additional buses. of the year. An increase in traffic on the interstate To further progress the service quality Use of the 131 500 Transport Infoline network will have consequences for index concept, ITSRR conducted focus increased significantly in 2006-07, RailCorp’s MRA, as some freight trains groups to understand the service especially its website. It appears that operate into terminals in Sydney and quality attributes considered desirable this is becoming an increasingly others move through RailCorp’s system. by long distance commuters, multi- valuable service. Thus a further issue for rail in 2007-08 mode commuters and passengers and beyond will be the coordination of taking local journeys. ITSRR is The NSW Audit Office published a capacity augmentation across the freight discussing the results with the Ministry report on interchanges and car parks. It logistics chains. Included in this will be of Transport and is considering found a lack of standards for and ensuring that any Automatic Train conducting a bus customer survey, reporting against operational and Protection systems installed by RailCorp similar to the one it undertakes on passenger performance of these and ARTC are fully interoperable. CityRail. Such a survey would facilities. The Ministry is considering the complement rather than replace the recommendations that it focus more on 7.2 Bus customer surveys required by bus multi-modal transport planning and reform in each contract Region. that an entity be established to oversee The focus of Bus Reform in 2006-07 interchange standards, performance was further bedding down of systems Bus reform is expected to accelerate and reporting. and processes for the Metropolitan in 2007-08. A specific priority of theState Plan is Regions, and preparation for the improving community satisfaction introduction of integrated networks in 7.3 Ferries with Government services – public much of Sydney in 2007-08. Also, new Reported operational performance for transport is such a service. Guarantees bus contracts were signed for the Outer Sydney Ferries Corporation remained of service include customer charters Metropolitan Regions. strong in 2006-07. Patronage growth, and statements of commitment. For a A number of bus initiatives were however, was modest. The number of number of years, each of the public introduced in 2006-07 including the customer complaints increased sharply. transport service providers in the North West T-way, PrePay buses on a Monthly reports to the Ministry of Metropolitan area have published a number of State Transit Authority Transport under the Ferries Performance Customer Service Commitment. routes, and the introduction of some Agreement are highly aggregated and it The Ministry of Transport updated PTIPS buses. New buses have been is possible that route or time specific its Commitment in April 2007. In added to the network – the matters underlie the contrast between March 2007, the Premier announced Metropolitan bus fleet has increased by the performance and the complaints that RailCorp would have a Commuter near 5% since the commencement of statistics. As a relatively high proportion Charter and Ombudsman. The bus reform. of Sydney Ferries customers also use Charter is to link executive Metropolitan bus patronage increased, trains and buses for their trips, it is remuneration and the price of fares as did service kilometres, and reported possible that intermodal connectivity to measures of performance. operational performance remained at and coordination is an issue. levels similar to those in 2005-06. A Special Commission of Inquiry into However, there was a sharp increase in Sydney Ferries was established in reported feedback for both private April 2007 and is to report at the end buses and for State Transit. of October 2007. The outcome of the Commission will be an important influence on the outlook for ferries and it would be inappropriate for ITSRR to comment on this.
72 GLOSSARY of rail-related terms1
Access regime is defined as Infrastructure generally includes the Running line is any line used for the procedures to govern access to rail track and its components eg. rails, through operation of trains inclusive of tracks. It includes setting an access sleepers, bridges, ballast, and signalling mainlines, branch lines, crossing loops pricing policy, criteria for permitting equipment. Generally the term does not and shunting yards. access and operating conditions. include stations or terminals. A safeworking system is an integrated Accreditation is the formal Interlocking is an arrangement of system of operating procedures and means of establishing the rail safety signal equipment that prevents technology for the safe operation of standards and practices for each railway conflicting movements of trains through trains and the protection of people covered by rail safety legislation. Track junctions or crossings. It is designed so and property on or in the vicinity of managers and rail operators need to that it is impossible to give clear signals the railway. be accredited before owning and/or to trains unless the route to be used is Sidings are portions of railway track operating a railway. proved to be safe. connected to a running line or another Accreditation authority is the authority The mainline is the running line siding on which rolling stock can be in a State or Territory authorised to normally used for running trains. In placed clear of the running line and grant rail safety accreditation under rail NSW these are operated by RailCorp, stabled. A private siding is owned and safety legislation. ARTC and RIC. maintained by a person who does not Automatic Train Protection is a Network refers to the connected track own, control or manage the running line system that supervises train speed and and infrastructure, generally owned or with which the siding connects or to target speed, alerts the driver to the operated by a single organisation such which it has access. braking equipment and enforces as RailCorp. To shunt is to move trains or vehicles on braking when necessary. Network rules are rules issued to lines for the purposes other than Ballast refers to material, usually stone, mandate the requirements for safe through movement. that surrounds the sleepers to hold them operation on a rail network. Terminals are places where freight is properly in place. On time running measures the loaded onto or unloaded from trains. Balloon loop is track laid to form a proportion of train trips which arrive Tonne kilometres is calculated by the loop usually at the end of a railway line within a given time of the scheduled weight of a train and the distance it where empty wagons are loaded from arrival time. runs. This can be expressed as the total overhead bins, or full wagons are Operator is the person or body weight of a train (gross tonne kilometres emptied through hopper doors in to responsible by reason of ownership, or gtk) or the weight of the cargo under-track grates, all while the train is control or management, for the (net tonne kilometres or ntk). moving at low speed. The loop enables provision, maintenance or operation of The term track kilometres refers to the the train to effectively do a ‘U’ turn. trains, or a combination of these; or a length of operational track (kilometres). Bogie is used to connect the wheel person or body acting on its behalf. This is distinct from the length of the axles through bearings to a carriage, Pantograph is an apparatus fixed to the corridor, as a corridor may contain more wagon or locomotive. The connections roof of electric traction vehicles to draw than one track. allow a certain degree of rotational current from the overhead supply. Track machines are specialised pieces movement around a vertical axis. Most Passenger trains are designed and of rolling stock used on the rails to bogies have two axles, but wagons maintain infrastructure. designed for heavy loads may have more used for carrying passengers, while axles per bogie. freight trains are designed and used Train kilometres (passengers) for carrying freight, such as coal (tkm passengers) refers to the total Commercial operations are railway and minerals, grain, fuel, livestock kilometres travelled in NSW by an services operated for reward, but and containers. organisation’s passenger trains. generally excluding the tourist and heritage sector. The number of passenger journeys in Train kilometres (freight) urban areas measures the number of (tkm freight) refers to the total Disused (or unused) lines are point to point journeys, irrespective of kilometres travelled in NSW by an those on which rail operations are number of vehicles or mode used for the organisation’s freight trains. currently suspended. trip. For non-urban areas, it measures Wheel scale refers to the build up Gauge refers to the distance between the number of point to point journeys, of metallic material on a wheel the inside running faces of the two but each change of vehicle along the tread’s surface. rails, measured between points 16 mm route is a separate journey. Wheel flat is the loss of roundness of below the top of the rail heads. Railway safety worker is a person Standard gauge is track gauge the tread of a wheel caused by wheelslip who has carried out, is carrying out or or wheel slide. measuring 1435 mm, broad gauge is about to carry out safety work. It measures 1600 mm and a narrow includes a person who is employed by or A wrong side failure refers to a failure gauge measures 1067 mm. engaged under a contract for services, in the signalling system which results in including a trainee and a volunteer. a proceed indication to be given when the correct indication should be stop. Rolling stock means any vehicle that operates on or uses railway track.
1. A number of definitions have been sourced from the Australasian Railway Association (ARA) Glossary www.ara.net.au/publications.htm
Annual Transport Industry Safety & Reliability Reports 2006-07 73 Independent Transport Safety and Reliability Regulator Level 22, 201 Elizabeth Street PO Box A2633, Sydney South, 1235 Phone: 02 8263 7100 Fax: 02 8263 7200 Email: [email protected] Website: www.transportregulator.nsw.gov.au