A summary of recent media releases appears below;
Train networks need precise scheduling and impeccable signalling communications systems in order to operate efficiently and safely. These systems determine the numbers of trains, type of rolling stock and the kind of technology that controls the movements and frequency of trains on the track.
In recent years, Australia’s urban and freight networks have strained as surges in patronage have placed greater pressure on timetables operating using basic, outdated communication capabilities, says O’Donnell Griffin Rail Engineering Director Mr Francis Dwornik.
The majority of European city networks are already operating on highly sophisticated systems using the European Train Control System (ETCS) or European Railways Transport Management System (ERTMS) levels.
ETCS Level 1 and 2 are already in operation while Level 3, which approaches driverless trains where train movements are controlled assiduously, is still being developed and piloted.
Under Level 1 and 2, signalling technology allows more trains to run, and safely, as their movement, including distances, speeds and braking, are highly monitored and directed by the communication frameworks operating with drivers and network supervisors.
These Level 1 and 2 systems can be introduced by either removing traditional signalling systems or overlaying them, and modifications are required to existing tracks.
Without any system in Australia even approaching Level 1 sophistication at this point in time, says Mr Dwornik, by the time Level 2 is operational in Australia, Level 3 will be up and running elsewhere. Already, it will take 15-20 years for ETCS/ERTMS Level 2 to be implemented here, he says.
However, Mr Dwornik, recognized as a leader and expert in the rail infrastructure industry in Australia, says there are positive developments underway which are foundational to this signalling transformation – which also heavily impacts the kind of rolling stocks to be ordered for Australian networks.
Particular rolling stock needs to be used in order for a shift to ETCS Level 1 and 2 as earlier generation stock does not have the features to operate this technology. But such an upgrade could take place progressively while keeping the system in operation, and similar train control system trials are currently being carried out in NSW, he says.
He also said such a modern “smart” signalling system linked to the latest train rolling stock could more than double the numbers of trains on the track in urban networks such as Sydney and Melbourne.
O’Donnell Griffin Rail is presently involved in a number of large infrastructure projects which are impacting the transition of passenger and freight networks to more efficient, sophisticated operations, which are also aimed at significantly boosting network capacity.
These include:
Sunbury: Project value: $270 million Status: O’Donnell Griffin and Laing O’Rourke Electrification Joint Venture announced as the successful contractors to electrify the rail line from Sydenham/Watergardens to Sunbury, Victoria. The contract will be an Alliance. Construction commenced, completion 2011. When completed, an extra 3,000 passengers will be carried into Melbourne each day, equivalent to more than one freeway lane of traffic.
Novo Rail: Project value: $1 billion Status: Upgrade of Sydney metropolitan network, including upgrades of electrification network, to meet increasing demand for patronage and new rolling stock. Works being undertaken by the Novo Rail alliance of RailCorp, O’Donnell Griffin, Laing O’Rourke and Connell Wagner (now Aurecon).
Adelaide Rail Electrification: Project value: $400 million Status: Calls for Expressions of Interest, November 2009. Now in procurement stage. The works are for the electrification of Adelaide’s metropolitan rail system. Benefits will include efficiency, noise and pollution reduction. Major site works to begin 2011.
Auckland Rail Electrification: Contract value: $70 million, part of $496 million decade-long investment. As a result, rail patronage is expected to more than double by 2016. Status: Awarded to Laing O’Rourke JV with local company Hawkins Infrastructure. Will provide fully electrified Auckland rail system. Works to start 2011, completion 2013.
Wellington Electrification Upgrade Program: Contract value: $20 million plus Status: O’Donnell Griffin now completing upgrade of overhead lines to assist with upgrade of network. Completion March-April 2011.
Canberra Airport’s $360 million “AirVolution” program is powering up with critical electrical and communications delivery works approaching completion.
Electrical and communications engineering group O’Donnell Griffin was appointed to the $19.4 million “backbone” electrical works for the redevelopment of the Canberra airport terminal, and in a separate contract, is responsible for the lighting and power installation works on the new Qantas Level 3 terminal. Works have now increased in value, to a total of approx. $23.5 million.
The major contract, which began in July 2009, involves installing the power, lighting and data communications within the new terminal building, says O’Donnell Griffin’s Project Manager, Mr Gino Caputo.
These works are now approaching completion with testing and commissioning planned for early September. There are currently 34 O’Donnell Griffin employees required on site for completion, including major fit-out and commissioning works.
The works are the core of two new terminal extensions, the Southern and Western Concourses, totalling more than 50,000m2 of building area and two new 38,000 sqm car parks. When complete, the new terminal facilities will have double the number of check-in counters; new food, beverage and retail outlets; an international terminal; new airline club facilities; eight new glazed aerobridges; and expanded security screen areas.
As part of the redevelopment, Qantas is making a multi-million dollar investment in Canberra Airport to deliver an improved airport experience, with more space and comfort for customers.
O’Donnell Griffin’s works for the Level 3 Qantas fit-out within the Terminal building remains on schedule for the mid October 2010 opening. All wiring works are complete, with switchboards being installed and ready for terminations. Fit-out works will commence at the start of September.
This new power will enable the delivery of additional check-in facilities, increased lounge capacity, new business facilities and fast access to gates, providing speed and ease for passengers.
The Southern Concourse Terminal will incorporate tri-generation technology which generates electricity on site and uses waste heat from air conditioning for heating. Low energy fittings are also to be used.
The Southern Concourse Terminal project is designed by Rudds Consulting Engineers in conjunction with Lighting Design Partnership and is being project managed and built by Construction Control.
The O’Donnell Griffin works on the new terminal follow other projects for Construction Control at the airport, including a previous $1.8 million of electrical services for the office component, and $1.2m of electrical services at the car park.
O’Donnell Griffin has a major presence in the Canberra market and has previously worked on a number of other landmark Canberra projects with Construction Control, including defence facilities and the Australian National University.
James Pitts, of O’Donnell Griffin, has won both Industrial Apprentice of the Year in the National Electrical and Communications Association (NECA) Apprentice Awards in Victoria, as well as NECA’s inaugural overall state Apprentice of the Year award
This overall award, given for the first time in 2010, is given to one of the three winning apprentices from the industrial, commercial and communication categories.
The prestigious industry awards were held at a cocktail party at Crown on Wednesday the 7th of July where the best of Victoria’s talented and committed young workers in the electrotechnology industry were recognised.
“I was very pleased with the award and I think it’s a good accolade to use to further my career in the future,” says James.
“I chose the industry and trade due to the problem solving and the mathematics involved. It’s a thinker’s trade, working in the electrical industry.”
James also said he was “absolutely pleased to be working with O’Donnell Griffin and I feel thankful for the opportunities provided.”
Melbourne-based James completes his fourth year next January and went straight from VCE to his apprenticeship.
The awards are open to fourth year apprentices, who have completed their TAFE or other RTO training or any recently graduated apprentices, who have excelled in any area of their training.
The awards acknowledge achievement in personal development, effort, academic attainment and workplace competency. James will be representing Victoria in the National Apprentice of Year Awards that take place in Sydney in November.
Engineering company O’Donnell Griffin has announced an update on contracts underway at BHP Billiton’s Mt Arthur Coal expansion project in the Upper Hunter Valley, known as MAC20.
Currently the largest coal mine in the southern hemisphere, the mine will be expanded further by the MAC20 expansion works, which will increase the mine’s run-of-mine production capacity to 20 million tonnes per annum (mtpa), lifting the production of saleable thermal coal from 11.5 mtpa to approximately 15 mtpa. The open-cut mine supplies coal for both domestic and export markets.
With continued growth in demand for both thermal and metallurgical coals predicted over the next couple of years, the Mt Arthur Coal mine is undergoing the $US 260 million expansion aimed at increasing its production from the start of 2011.
O’Donnell Griffin has undertaken to date $20 million of works at the project, says O’Donnell Griffin Project Manager, Mr Richard Lee.
Through a turnkey project delivery model, O’Donnell Griffin is responsible for the electrical, mechanical and civil works, as well as labour hire solutions for the electrical supply requirements of the MAC20 Project. The scope of works includes upgrading the Coal Handling and Preparation Plant, and the company has just been awarded $1 million of electrical, fire and communications works for the MAC20 new administration building.
O’Donnell Griffin has expanded the number of contracts held on-site since it was awarded the initial contract last year, and is supported by approximately 40 full-time staff working on this site. “Our ongoing performance in safety, commercial and work standards is crucial to maintaining and expanding our contracts,” says Mr Lee.
“We have vertically integrated our operations for the MAC 20 expansion project by incorporating labour hire/employment, accommodation, induction and service delivery into our offering. Vertical integration is vital for ensuring the consistent delivery of services and products to the MAC20 Project.”
O’Donnell Griffin is part of the Norfolk Group (ASX:NFK) of companies and is a leading engineering company nationally with involvement also in major infrastructure projects.
O’Donnell Griffin O’Donnell Griffin is a leading Australian electrical engineering and contracting business founded in 1906. With a skilled workforce of more than 1300 O’Donnell Griffin operates throughout Australia from a network of offices in major capital cities and regional locations.
O’Donnell Griffin’s core capabilities include the design, installation, service and maintenance of general electrical systems, data and communication systems, security and access control systems, railway signalling, traction and communications systems, power generation and co-generation systems, process control systems, instrumentation systems, HV reticulation systems, and transmission towers.
O’Donnell Griffin has played an integral role in the development of Australian infrastructure for both government and the private sector. These industry sectors include mining and resources, transport, power generation and transmission, telecommunications, water and waste water treatment, education and health, and a range of other industrial, manufacturing, commercial and institutional facilities.
Today O’Donnell Griffin is Australian industry’s partner of choice meeting clients’ demands for the highest level of performance, quality and reliability, ensuring efficient, continuous operation of their varied and complex facilities.
Engineering group O’Donnell Griffin has been awarded a major solar commercial generation contract at Perth Zoo by SunPower Corporation. The installation is an iconic solar project for Perth Solar City, part of the Australian Government’s $94 million Solar Cities program, and is the third Solar City contract the company has been awarded by SunPower.
O’Donnell Griffin will install a 90.6kW grid connected solar system to five separate rooftops of various animal shelters, including the elephant barn and the reptile centre. All work must adhere to stringent zoo, SunPower and industry standards. The electricity generated will be used to offset consumption on site.
O’Donnell Griffin recently completed two Solar City contracts for SunPower, installing a roof mounted 60.3kW grid connected system of SunPower solar panels on the Midland Railway Workshops’ Foundry and Pattern Shop buildings, currently the largest commercial solar installation in Western Australia. O’Donnell Griffin also installed a roof mounted 48.6kW grid connected solar system at the Central Institute of Technology’s East Perth Campus.
SunPower Corporation Managing Director, Bob Blakiston, said, "SunPower is proud to be, once again, working with installation partner O'Donnell Griffin.
“O'Donnell Griffin was selected as the preferred installation partner by virtue of their depth of experience, commitment to the solar industry and demonstrated capability on similar projects.”
“The 90.6kW solar system is the first phase of a larger Perth Solar City iconic installation at the Zoo and forms part of the Australian Government's $94 million Solar Cities program."
O’Donnell Griffin will be onsite early to mid July with works taking 8-12 weeks, according to Paul Wilson, Service Manager WA - Electrical and Communications.
Paul said it is very gratifying to be working with SunPower to construct these large commercial solar opportunities.
O’Donnell Griffin now has dedicated teams working on renewable energy projects across every state and territory.
Perth Solar City
Perth’s Eastern Region is home to Perth Solar City and includes the Town of Bassendean, City of Bayswater, City of Belmont, Shire of Kalamunda, Shire of Mundaring, and the City of Swan, Perth Solar City is part of the Australian Government’s $94 million Solar Cities program.
Residents in Perth’s Eastern region will gain access to valuable discounts off solar hot water systems, solar energy systems, and take part in other energy saving projects. Five iconic Perth Solar City projects (large installations of solar PV systems) are located outside the Eastern region so that the West Australian public can also have access to major PV installation projects around Perth.
Western Power is leading the Perth Solar City program and is supported by a Consortium of industry leaders including Botanic Gardens and Parks Authority, the Eastern Metropolitan Regional Council (EMRC), Mojarra, Prospero Productions, Solahart, Sunpower and Synergy.
With the enormous pressure on Australia’s transport infrastructure to be upgraded and extended, especially in rail, there is an opportunity to investigate seriously the option of ‘light rail.’
In the March 2010 report by the Tourism & Transport Forum (TTF), it advocated greater consideration of light rail in Australia on the grounds that it is “a reliable, high-capacity, sustainable mode of transport well-suited to urban and inner-suburban areas.”
A typical light rail vehicle carries between 200-300 passengers compared to 90 by an articulated bus (Bureau of Infrastructure, Transport and Regional Infrastructure, 2007), and the infrastructure and operating costs are much lower than for traditional rail.
Light rail is a term coined in the US in 1972 to describe the then new generation of streetcars that were hitting that country and Europe.
By definition here, I refer to light rail as a tramway system with high-speed rolling stock, capable of travelling at up to 110 kilometres per hour, with dedicated corridors, even if those dedicated corridors are only part of a route.
At the moment, Australia has only a minimal established operating ‘light rail’ system – including Melbourne, and the new system approaching the early stages of construction, the Gold Coast Light Rail whose Stage One works will connect Griffith University and the new Gold Coast University Hospital to Broadbeach across a distance of 13 kilometres.
It is predicted it will carry many thousands of people an hour with stations around 800 metres apart.
In the Melbourne system, on Route 96, rolling stock which includes the French Transdev-leased ‘Bumble Bees’ operates on the city’s busiest transport tram route, ferrying people quickly from north of the city through the CBD and to St Kilda Beach.
As with the Gold Coast, this light rail services a destination with a high tourist presence and significantly reduces traffic congestion (which could include buses) without requiring the investment and operating and service costs of heavy rail.
The latest 2010 Victorian budget has also allocated $800 million to be injected into Melbourne’s overall tram (not just light rail) network, with the purchase of 50 new trams.
Light rail is appropriate where there is a need to carry many passengers quickly and efficiently over reasonably short distances, say up to 30 kilometres.
It has a high capacity and good speed range of up to 110 kmph for a relatively low financial and logistical investment. Light rail implies ‘light’ infrastructure. From a whole of life perspective from initial infrastructure costs, right through to ongoing maintenance and running costs, it is a relatively low life cycle cost as compared to bus infrastructure, and urban heavy rail life cycle costs.
It can also be introduced into a new location relatively easily, especially where there is a clear corridor (eg. a former heavy railway line), due to the relative ease of conversion associated with the previous heavy rail infrastructure, not to mention in most cases the power requirements being able to dovetail with the previously utilized heavy rail systems.
Where there is no existing infrastructure, there is the ability of either overhead wiring electrification or the more aesthetically pleasing electrified rail option as used in many European countries.
According to the TTF report, there are also two other notable advantages of light rail: electricity-powered light rail is also one of the most sustainable transport modes, and it has been found to be particularly effective “in achieving mode shift away from private vehicle travel.” This will obviously ease the burden of vehicle traffic in constricted areas, and greater movement of people in peak hour conditions.
Dave Howe is General Manager of O’Donnell Griffin Rail. O’Donnell Griffin is part of the Norfolk Group (ASX:NFK) of companies and is a leading engineering company nationally with involvement also in major infrastructure projects.
Perhaps the most important news to come out of the Federal Government’s 2010 Budget papers was not the headline grabbing $1 billion for freight rail efficiency but the acknowledgement that private sector investment is required.
The statement by Infrastructure minister Anthony Albanese that Infrastructure Australia (IA) would be looking to the private sector opens a massive new opportunity for accelerating the redevelopment of our ageing rail infrastructure.
And a new twist has been placed on the resource super profits tax with it funding a $5.6 billion infrastructure fund – a sweetener for the mining sector and a potential major source of rail infrastructure funding in the medium term.
We also cannot forget the Federal Government has committed $37 billion to road, rail and port infrastructure to keep the economy moving through the mining boom – and last year $8.5 billion was allocated to IA’s critical list of projects.
While the Budget allocation of $1 billion to the Australian Rail and Track Corporation (ARTC), is still not enough, if the Government contribution combines with other initiatives it may boost the investment pool significantly in the future.
Unfortunately the super profits tax will not be here until 2012-2013 – starting with $700 million – so there is quite a wait for this money even if it manages to get through parliament. And while the private sector is being tempted by corporate bond interest tax discounts, designed to encourage pooled investments of the scale required, there is no way of knowing if and when the required flood of money will eventuate.
So, apart from the $1 billion funding for seven new projects across NSW, Victoria, South Australia and Western Australia, we are marginally better off as an economy or as an industry after this Budget.
ARTC has already identified the key projects which can be brought on-line quickly and provide productivity improvements for the economy in the transport sector and economic stimulus in 2010 and this should be applauded.
The projects that will be brought forward include:
It said that the $1 billion represents 13,135 months of employment (1500 jobs approximately) and will result in 218,257 tonnes of CO2 emissions saved as freight is shifted to the low-emission rail network compared to those of air and road.
However, if the Federal Government wants more private sector investment then it needs to make a decisive move to attract the capital to generate the long term investment required. The door has been opened little, it needs to be thrown open to make Australia a low CO2 country via a world standard rail industry.
Francis Dwornik is Rail Engineering Director of O’Donnell Griffin Rail. O’Donnell Griffin is part of the Norfolk Group (ASX:NFK) of companies and is a leading engineering company nationally with involvement also in major infrastructure projects.
An estimated $US 300 billion will be spent globally on rail upgrades, network extensions and building new infrastructure between 2008 and 2013 (2008 Morgan Stanley).
This massive investment is a result of the predicted increase in demand for freight and passenger networks. Rail freight in the US alone is predicted to increase by 88 per cent by 2035 and it is estimated the European passenger rail market will increase by 19.3 per cent from 2007 to 2012.
While the world-wide spend is very substantial, it is not sufficient to build all the infrastructure to solve the world’s rail problems. Therefore, it demands a strategic approach to spending in order to deliver the maximum benefit.
This means finding ways to increase existing freight and passenger network capacities through technology, innovation and new processes.
Signalling systems are central to maximising efficiency and increasing capacity of rail networks, however the current approach is haphazard and new signalling measures are often introduced specifically following an incident or accident to do with safety issues.
What is often overlooked is that improved signalling offers the best opportunity to increase the capacity of existing networks.
Both the European Railways Transport Management System (ERTMS) (radio control) or European Train Control System (ETCS) (non-radio controlled) can deliver the required efficiencies.
These improved systems are gradually being installed to networks overseas. Where they co-exist with aging signalling infrastructure there is a significant cost, so at some stage rail operators and owners will have to start planning and preparing for complete migration into the new technologies.
The decision to move across to the new signalling will also require new rolling stock to be fitted with ERTMS/ETCS technology or retrofitted at a later date when these systems are introduced.
In the EU, there is currently just 1777 kilometres operating at Level 1 ERTMS and some of that is in the process of being upgraded to Level 2, while ETCS accounts for 790 kilometres. Outside of Europe there is only 405 kilometres of it, and that is mostly in Chinese networks.
As signalling is the main cause of infrastructure-related train delays, owners will need to decide if the changeover will be a progressive migration or a total renewal of the signalling system.
Denmark provides an instructive example of what to do. Faced with 60 per cent of its signalling system expiring within the next 15 years and its automatic train control system (ATC) due to expire by 2020, the country chose to renew its entire 3000 km system to ERTMS Level 2.
It was decided that complete renewal would be the best option because it was ultimately the cheapest and fastest. Works began in 2009 and the final rollout is expected between 2018 and 2021.
When fully operational, the new signalling system is expected to cut signal related train delays by 80 per cent, saving expenditure on operations and maintenance as well as delivering simpler safety regulations.
To introduce a Level 1 system in Australia of any kind will require a massive investment of funds over 10-20 years. It will require all levels of government and industry to work together but time is of the essence.
The longer the decision is delayed, the less efficient our rail system will become due to ageing infrastructure and the more difficult it will be to win back the commuters and freight business required for its revitalisation.
So far this as been recognised in many of the metropolitan commuter networks and the freight issues are now starting to be addressed. It all bodes well for rail in the future and there is much we can learn from what is occurring overseas.
The West Australian division of engineering group O’Donnell Griffin announced today its awarding of two major solar generation contracts by SunPower Corporation in the commercial sector. Each installation is an iconic solar project for Perth Solar City, which is part of the Federal Government’s $94 million Solar Cities program.
The first contract is for the installation of a roof mounted 48.6kW grid connected solar system at Central Institute of Technology’s East Perth Campus. This will be the first iconic installation to be commissioned as part of the Perth Solar City program and will also be one of the largest single grid connected systems in Metro Perth.
As a major trainer of technicians in photovoltaic power installation systems, the Central Institute of Technology will now be able to provide the very latest in 'live' works installation training and experience in Perth.
In the second contract, also with SunPower, O’Donnell Griffin will install a roof mounted 60.3kW grid connected system of SunPower solar panels on the Midland Railway Workshops’ Foundry and Pattern Shop buildings. This will be the largest commercial solar installation in WA.
The electricity generated by the system will be distributed to the buildings in the Workshops’ creative industries precinct to run lights and equipment needed by the resident artisans.
“This important State Heritage site offers an exciting juxtaposition of old industry and renewable solar technology and will be the largest Perth Solar City iconic installation at its commissioning,” said Bob Blakiston, Managing Director for SunPower.
Each of these projects will showcase the economic and environmental benefits of wiser energy choices and will promote the Perth Solar City program.
According to O’Donnell Griffin bid leader and WA Service Manager, Mr Paul Wilson, “O’Donnell Griffin is very pleased about working with SunPower to construct these large commercial solar opportunities.
“We are proud to be part of this exciting government program to promote renewable energy in Australia.”
He said O’Donnell Griffin’s strict Health Safety Environment Community and Quality Assurance guidelines complement SunPower’s solar array solution perfectly.
Mr Wilson said O’Donnell Griffin now has dedicated teams working on renewable energy projects across every state and territory: “We are extremely proud of our contribution to ‘green’ energy solutions.”
The use of alliance-style contracting is gaining momentum both in Australia and globally for large scale infrastructure projects.
At O’Donnell Griffin, we have embraced an alliancing model for most of our major national rail infrastructure projects, and we have recently signed a joint venture partnership with Hong Kong engineering company Kum Shing.
Why is this model, which emerged originally in the oil and gas industries, now proving successful?
Alliancing is proving superior to the traditional design and construct (D&C)tendering process because it is co-operative and outcome specific rather than budget driven. An alliance contract requires a number of civil and/or state partners to pool their resources and knowledge to deliver detailed, large scale projects to budget and on time.
Rather than producing a fixed budget price and details of delivery prior to selection of contractors, as in traditional D&C, the alliance sets a delivery date and budget and a managing board (comprising different alliance members) then project manages the delivery for optimal results. The client is a member of the alliance to facilitate the combined decision making processes and assist with the flexibility that is the hallmark of the process.
O’Donnell Griffin recognised the opportunities with alliancing several years ago and it presently has General Managers seconded to three alliances: the $1 billion South Improvement Alliance (SIA), the $1 billion Novo Rail Alliance in Sydney, and the recently announced $265 million Sunbury Electrification Alliance in Victoria.
Alliancing is not a copyright idea, it is a method of delivering programmes and projects that can be used on every major project under consideration in Australia. In recent years the rail sector has adopted alliancing strategies to pursue many opportunities. It is also used in mining and water projects.
The South Improvement Alliance (SIA) – involving the Australian Rail and Track Corporation (ARTC), with O’Donnell Griffin, John Holland Group, MVM Rail, Kellogg Brown and Root, and Aurecon – has invested $1 billion upgrading existing rail corridors between Sydney and Melbourne.
The Novo Rail alliance, set up to upgrade Sydney’s urban rail passenger network, comprises O’Donnell Griffin, Laing O’Rourke and Aurecon, and the owner participant RailCorp. The Sunbury Electrification Alliance is to be run by the joint venture of O’Donnell Griffin and Laing O’Rourke, and the Department of Transport and its rail operators.
Optimal results with large scale programmes such as SIA are delivered as the alliance is able to constantly update on technology and budgets for an improved outcome. Another critical element of a project of that scale is that resources are secured at the start of the alliance as a result of the breadth and depth of the partnerships’ resources pools. This is of great importance due to the pressure on human and material resources in this new infrastructure-focussed age.
Project management skills also are maximised due to the level of industry knowledge that can be gleaned from the many different divisions of these high-level companies.
As can be seen, this also makes alliancing a dynamic, interactive form of public and private relationships.
There is no doubt that alliancing produces the best outcomes in these large projects, with best value of money, the ability to be flexible and adapt along the way, while still meeting budgets, and with trillions of dollars to be spent in the global infrastructure market in coming decades, its foothold is simply set to strengthen.
Francis Dwornik is Rail Engineering Director, O’Donnell Griffin Rail.
O’Donnell Griffin is part of the Electrical & Communications division of Norfolk Group Limited, an ASX listed company.
It seems astonishing that at a time when the rest of the developed world is embracing high speed rail (HSR) networks to resolve air and road traffic congestion, Australia is yet to embrace it as a serious transport option.
The revolution towards HSR is happening around the world. The more that is built globally, the cheaper the technology will become, making the long term future for high speed rail even more financially attractive than it is today.
To meet the exponential passenger growth for short-haul travel routes such as Melbourne-Sydney-Brisbane, and to avert the disastrous carbon emissions of air travel when compared to rail, we need to start funding, designing and building it now.
The recent 2010 report re-assessing the case for high speed rail here, commissioned by the Cooperative Research Centre (CRC) for Rail Innovation, estimates the rollout cost for HSR here to be between $A19-48 million ($US21.1-53.5 million) per a kilometre. Analysing costs for recent projects or committed HRS projects internationally, the financial window is likely to be slightly narrower, ranging from $US22 million to about $US35 million per a kilometre.
This would place the cost of Melbourne-Sydney-Brisbane train at $60 billion – a figure that will be hugely offset by the savings of releasing existing passenger lines to be dedicated rail freight lines and massive cost savings related to congestion, pollution and avoiding the costs of alternative infrastructure.
As HSR requires its own dedicated passenger lines, it frees up existing lines for freight, reducing the need to invest further in railways works to boost freight transit times and productivity. And Australia is crying out for an alterative to the carbon intense road and air travel systems we rely on today.
The CRC report is a powerful argument towards establishing a HSR service based on current technology. Its recommendations act as a platform for companies such as ODG Rail who have been advocating for HSR development for many years now. But it is when you start looking at what future HSR technology and future passengers needs will be, that the case for HSR starts to look inevitable.
Based on conservative population projections the airports of Brisbane, Sydney and Melbourne will need to service populations predicted to reach a combined total of at least 13.2 million in 16 years or as high as 23.1 million in 40 years, when they are already straining at capacity to service the current demand.
If we start developing the HSR network now with government support then we could have some form of HSR network in place by 2020. In fact, if we started tomorrow we could have the first trains running by 2015.
Look overseas and you will find sophisticated HSR networks already in place in Europe (led by Spain, Italy, France and Germany), China and Japan, with commitments for HSR networks in the US, Brazil, Korea, Vietnam and Russia, with constantly unfolding developments, especially for distances which compete highly with short-haul flight routes.
Even now, HSR technology has trains running at averages of 250-300 kilometres an hour, making for example the trip between Milan and Naples just over four hours for the 720 km distance. When you take into account the time spent at airport check-ins, flight delays, vulnerability to weather, accidents and terrorism, and home-airport-home commuting congestion, HRS can already be time competitive with air for short haul travel.’
China has just committed to have the world’s biggest HRS network by 2012 with a dedicated 13,000 km of tracks (including new and upgraded tracks). This includes the 1,318 km route between Beijing and Shanghai by 2012 which will take five hours in Bombardier Zefiro 380 rolling stock which travels at up to 380 kmh. It predicts it will have a further 3,000 km by 2020.
Consider further the technologies will be in place for HSR in a decade. The fastest HSR speed recorded is 574 kmh - a goal that may well be obtainable for HRS routes in the next decade.
Matt Shorten, Managing Director of Balance Carbon, has a message for business: establish and implement an emissions management strategy now or pay spiralling costs in the decades to come. In short, he says, businesses can no longer afford to hesitate in creating changes to meet the increasing pressures associated with an imminent carbon price across the Australian economy.
In addition, Australia’s export markets are increasingly focussing on emissions and are already applying pressure to make our exporters accountable for the emissions resulting from the production and transport of their products.
In essence, Mr Shorten said the emissions market is coming at Australian business in two directions – from domestic and foreign customers of our goods and services imposing their carbon reduction commitments and from the Federal Government’s commitment to a carbon price in our economy through an ETS scheme or similar.
No matter where the pressure comes from Mr Shorten predicts carbon costs will likely spiral dramatically upwards.
“If you consider that the current debated cost per tonne of CO2 under the first year of an Australian ETS is $10, you can expect that will double and potentially triple by even 2015.
“It’s these kinds of figures that start to drive a company toward energy and resource efficiency.”
Mr Shorten’s powerful take on the industry of carbon emissions management will be presented today in a series of symposiums in Brisbane on the energy industry being conducted by the Norfolk Group of engineering companies. Norfolk includes engineering brands such as O’Donnell Griffin and Haden. Senator Santo Santoro will be hosting the event on behalf of the Norfolk Group, his industry knowledge and exposure unparalleled in the Queensland sector.
The symposiums will then roll out nationally, in June in Melbourne, in July in Adelaide and will be presented at a number of important conferences, including Sydney’s ARBS Conference from 12-14 April.
As Mr Shorten points out, a whole range of companies, those producing 125 kilo tonnes CO2 within a fixed financial year, already face mandatory reporting and disclosure, under the Federal Government’s 2007 NGER Act. In the financial year of 2009-2010, that legislation’s threshold (above which a company must disclose its emissions) falls to 87.5 tonnes, the following year of 2010-2011 to 50 tonnes.
“So you can see that the net of companies that must report gets wider from a legislative perspective,” he says.
But the good business of managers creating systems to measure, manage and reduce greenhouse gas emissions is not just about direct financial cost per tonne nor about avoiding legislative penalties: “In many industries, where other countries have emission reduction commitments already in place, to maintain market access, an Australian company can simply no longer ignore it.
“Overseas competitors are finding it a useful way to block imports, so Australian businesses and industries in that position of needing to keep their way in, simply have to have an emissions figure and various management commitments sorted out.” Mr Shorten, whose company BalanceCarbon, provides carbon management consultancy to business, cites the agribusiness sector including wine, fishery and even textile industries as prime candidates in this arena.
“We have one client who has been approached by Armani and Marks & Spencer who want the top quality Australian wool but will only purchase it with an emissions offset price that covers the raising of the sheep, the shearing, super washing, spinning, dyeing, and freighting. Supply chains are now asking companies to supply that offset figure.
“And in terms of carbon labelling, the UK company Tesco, for example, is beginning to require product suppliers to label their products, so a packet of chips for example will tell you how many grams CO2 there are per gram of product. This gives consumers the opportunity to make an informed decision.”
In tomorrow’s symposium, key speakers include O’Donnell Griffin QLD State Manager, Mr Greg Skyring, O’Donnell Griffin HSEC Manager Mr Michael Wright, speaking on the need to prepare for this change within the engineering sector, and a presentation by eminent energy conservation speaker, Mr Kim Finnimore, of the Energy Conservation Systems company.
“The symposiums will run regularly throughout 2010,” says Mr Frank Halman, convenor of the series and O’Donnell Griffin’s National Service Business Development Manager.
“As Matt quotes in his presentation, a manager doesn’t have the luxury any more of querying the reality of climate change. The market has already decided it’s real and companies must adapt.”
“A big part of the process is understanding what the market drivers are,” said Mr Shorten. “Yes, there are some pretty big risks but there’s also some pretty significant opportunities in a carbon-constrained environment.”
Engineering company O’Donnell Griffin’s commitment to apprenticeships and the strengthening of its national training programs has received recognition in a round of five recent industry awards.
Mr David Rafter, CEO of Norfolk Electrical & Communications, of which O’Donnell Griffin is a subsidiary, said O’Donnell Griffin had won five State and National Apprentice of the Year awards in the past year.
Victorian-based O’Donnell Griffin fourth year apprentice Tim Vining was awarded the state National Electrical and Communications Association (NECA) award for Apprentice of the Year in the Industrial category.
Tim, 23, who has now just completed his four-year systems electrician apprenticeship, was placed second in the 2009 NECA Apprentice of the Year national awards.
Queensland apprentice Anthony Jupp was awarded the 2009 Electrical and Communications Association’ (ECA) 2009 Apprentice of the Year award.
Vining and Jupp were just three of the 107 apprentices directly employed last year in apprenticeships at O’Donnell Griffin. The national figure comprises 19 first year apprentices, 22 second year apprentices, 28 third year apprentices and 38 fourth year apprentices. In 2010 there will be another uptake of new apprentices at the company, starting in January.
O’Donnell Griffin also received awards for apprentices employed through its group training program. In South Australia, O’Donnell Griffin group training electrical trades apprentice Ryan Coats (with ODG as host employer for Peer Veet) was named Apprentice of the Year at the 2009 Training Awards, and was also a runner-up in NECA’s State awards in the Commercial Category.
Also hosted from Peer Veet by another Norfolk subsidiary, Diverse Data Communications, SA-based fourth year apprentice Amanda Hewison was awarded NECA’s South Australia State Award for Apprentice of the Year, in the Industrial/Automation Communications category. She was subsequently awarded third place nationally in this category.
“The calibre of our apprentices is shown in these awards,” said Mr Rafter. “In Tim Vining’s case, as an example, he came into the Victorian O’Donnell Griffin program after transferring from a construction management degree and scored extremely highly on his NECA pre-selection score. His continued hard work, including the additional load of being examined and presenting for these awards, has been outstanding”.
Mr Rafter said the Australian Bureau of Statistics figures show that a worrying fall in apprenticeship numbers continues.
The ABS found the number of apprentices employed between May 2008 and May 2009 falling from 188,700 to 163,000 while the number of people who applied for an apprenticeship/traineeship increased from 26,900 to 41,200 in the same period.
Mr Rafter said that for over 100 years O’Donnell Griffin had demonstrated a great commitment to apprentice programs that would continue into the future.
”Supporting the skilling of young, enthusiastic candidates is even more important now with the pressure on resources on one hand and the growing business of O’Donnell Griffin on the other.”
Engineering company O’Donnell Griffin has just completed installing the supplementary power supply for the new $25 million Sydney Harbour YHA hostel and archaeological centre in central Sydney.
The FG Wilson 250kVA bi-fuel power supply generator, which runs on a mix of diesel and natural gas, will run for 2-4 hours a day at the hostel and will contribute to a cut in harmful generation emissions and energy costs. The generator will also be a critical safeguard for the YHA operation as it will offer essential backup power during power outages.
This is especially important given the proven vulnerability of Sydney’s electrical supply which has experienced a number of serious blackouts in the past year.
O’Donnell Griffin installed the state of the art generators subject to a range of heritage considerations at the site in the historic harbourside suburb of The Rocks, 2.8 kilometres north of Sydney’s city centre.
The FG Wilson bi-fuel generating sets use a mixture of natural gas (70 per cent) and diesel (30 per cent), resulting in cleaner emissions, and lower maintenance and operating costs.
According to O’Donnell Griffin’s Project Manager Power Generation NSW & ACT, Mr Chris Coote, the bi-fuel sets offered diesel genset power ratings; quick starting; diesel load acceptance/rejection; smaller space requirements per kVA, and a lower weight compared to alternatives.
The new Sydney Harbour YHA 106-bedroom complex, with stunning five-star Sydney Harbour vistas sweeping from the Harbour Bridge to Circular Quay, also comprises The Big Dig Archaeology Centre situated on the site of Australia’s first European settlement.
The site contains colonial structural remains dating from 1795 onwards, including houses, pubs and laneways, and more than 750,000 artefacts have been found since digs began in 1994.
To protect the site and to maintain visual and physical access to the site’s archaeology, the YHA has been constructed in lightweight materials of steel and timber, elevated on pillars above the ‘Dig Site’ (110 Cumberland Street, The Rocks). During construction, the site was covered in a layer of scaffolding to protect the precious remnants.
YHA went through a strenuous proposal and planning process with The Sydney Harbour Foreshore Authority, which is responsible for the site, to attain approval for the development of the sensitive heritage location.
According to Mr Coote, YHA’s decision to contract ODG was due partly to its respect for the quality workmanship and reporting standards of the engineering firm.
“ODG offered the best cost-effective and environmentally friendly solution for this site against its competitors,” he said.
“To optimise the genset for maximum fuel efficiency and minimum emissions a 200 kW auto load shedding load bank is located on the roof of the YHA building.
“The amount of diesel fuel that could be stored at the site was a major consideration for the client and consultants and as a dedicated gas set was above the budget, ODG offered a cost effective alternative.”
The project is also an ODG first in breaking new ground in supplying, installing, commissioning and maintaining this type of genset in Australia, he said.
CURRENT CONTRACTS
O'Donnell Griffin recently featured in the June 2010 Edition of Rail Express
O'Donnell Griffin recently featured in the Infrastructure Australia 2010 Magazine