Regional Rail Link

Yes, more Regional Rail Link this month! First off, a V/Line train headed over the newly upgraded North Melbourne flyover bound for Southern Cross, avoiding the suburban trains down below.

The sharp curves catching V/Line unaware a few years later, when almost the entire VLocity train fleet was withdrawn from service due to wheel wear issues.

At Footscray the upgraded station was open to passengers, with the forecourt to Irving Street nicely landscaped.

And restoration work underway on the heritage listed station buildings.

There were also works happening in the background – a new traction power substation was under construction, so that extra suburban services could use the track capacity freed up by giving V/Line trains their own route into the city.

But despite the infrastructure upgrades, little use was made of the extra capacity – by 2018 only half of the extra capacity was being used.

And still on the trains

I photographed a slice of the past out at Beaconsfield, where the 1950s-era overhead wiring and traction power tie station was still in place. It’s all since been replaced by a modern power supply as part of the work to support the rollout of High Capacity Metro Trains to the Pakenham line.

At Flagstaff station I found a set of defective myki gates under repair – presumably from being smashed open by a fare evader.

While over at Southern Cross were Authorised Officers in their new military-style vests, looking out for the next person trying the same trick.

On the trams

A decade ago City Circle trams were still in the maroon and gold livery, and the ‘shard’ at Federation Square had yet to be demolished for the Metro Tunnel entrance.

The original Z1 class trams were also still running down Swanston Street, with only two doors per side and dinky little sliding windows.

East Preston Depot was still open to serve the high floor B2 class trams used on route 11 and 86 – all since replaced by the low floor E class trams based out of ‘New’ Preston Depot.

While testing of the new E class trams was still continuing – I found one at the route 57 terminus in West Maribyrnong on a late night test run.

Meanwhile on Collins Street, things were going backwards – passengers having to step up to trams from street level.

The platform stops closed so they could be dug up and raised to current standards, despite only being a decade old.

Buses

Transdev had taken over from National Bus, but the transition into the new PTV colour scheme was going in fits and starts.

While route 286 through the back streets of Blackburn was removed, but then a few months later, reintroduced as route 271.

Another changed bus stop can be found at Melbourne Airport – the route 901 service to Broadmeadows and eventually Frankston once stopped outside Qantas terminal T1.

But these days it’s hidden at the far end of the ‘Ground Transport Hub’, a long walk from terminal 4.

And something different

My next stop at Melbourne Airport a decade ago was Brisbane.

Catching a train from Brisbane Airport into the city.

To Roma Street – the Brisbane Transit Centre since demolished for the Cross River Rail project.

While I was in town, I photographed some of their first generation EMU trains.

The Merivale Bridge.

And buses on the network of Brisbane City Council operated busways.

Which include underground bus stations.

Passengers boarding buses from air conditioned platforms.

But the reason for my visit was a trip on The Sunlander.

A locomotive hauled sleeping train that ran from Brisbane to Cairns until December 2014.

When I woke up the next day, we were well into cane country.

But the trip north is a long one – not arriving into Cairns until that evening.

While in Cairns I rode the Skyrail Rainforest Cableway up to Kuranda, and with some lucky timing spotted a Kuranda-bound train stopped at Barron Falls.

After lunch, it was time to head to Kuranda station, where I found a signal box still in service.

And caught the Kuranda Scenic Railway back down the range to Cairns.

Unfortunately I didn’t have time for the four day journey on the Savannahlander, but I did see it arrive back into Cairns.

But it was time to fly home via Sydney – my plane passing over the Hawkesbury River railway bridge on our descent.

The Inner West Light Rail

And a Pacific National container train shunting the freight yard at Cooks River.

Time to change planes, and soon enough I was back in Melbourne – greeted at the airport luggage claim by propaganda for the Napthine Government’s East West Link, CityLink Tulla Widening, and an unfunded Melbourne Airport Rail Link.

A decade on we’ve gotten the west half of the East West Link, the Tullamarine Freeway has been widening, and airport rail – still talking.

Footnote

Here you can find the rest of my ‘photos from ten years ago‘ series.

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Welcome to the New South Wales EPA

In the state of New South Wales rail operators are required to hold an Environment Protection Licence issued by the NSW Environment Protection Authority. The licence for interstate rail freight is held by the Australian Rail Track Corporation, in their role as track access provider.

But the licence includes restrictions on the classes of locomotive allowed to operate on the ARTC network in New South Wales.

L2 Noise limits

Note: It is an objective of this Licence to progressively reduce noise impacts from railways systems activities to the noise level goals of 65 dB(A)Leq, (day and evening time from 7am – 10pm), 60 dB(A)Leq, (night time from 10pm – 7am) and 85dB(A) (24 hr) max pass-by noise, at one metre from the facade of affected residential properties.

The licensee must obtain approval from the EPA prior to permitting operation on the “premises” of:

1. a class or type/model of locomotive, whether new or existing, that is not included in Condition E2; or
2. a locomotive that has been substantially modified since it was last used on the licenses premises.

A new class of locomotive type/model previously approved under Condition L2 may be brought onto the rail network without further approval provided that it is consistent with that type/model and EPA is notified at least 7 days in advance. Condition E2 will then be updated at the next opportunity.

Note: EPA approval for a new locomotive will be granted on the basis of compliance with the locomotive noise limits in Condition L2.5, L2.6 and L2.7 and will require submission of noise test results from a representative number of locomotives from that class or type/model.

A schedule of approved locomotives also appears, their inclusion via different approval paths:

• Locomotives which operated into New South Wales before the 1980s are permitted as they were “introduced prior to approval process”,
• Locomotives introduced during the 1990s were “approved under previous legislation”,
• Newer locomotives from the 2000s have underwent a EPA class approval process,
• And the modern plague of Downer EDI Rail GT46C ACe and UGL Rail C44aci locomotives are type approved, so their different class designations don’t matter from an EPA perspective.

But for rail freight operators there is still a stumbling block – encountered by interstate locomotives that never operated into New South Wales before the EPA rail noise regulations were introduced.

Enter the Queensland Railways 2800 class

The Queensland Railways 2800 class are diesel locomotives introduced in 1995 to run freight trains on the narrow gauge network in Queensland.

Photo by Pytomelon87, via Wikimedia Commons

But from 2003 Queensland Rail expanded interstate as QR National, and decided to put one of the 2800 class onto standard gauge.

But there was a problem – the locomotive didn’t meet NSW noise standards, despite noisier locomotives already being permitted under the legacy approval path.

Aurizon (formerly QR National) initially applied to operate the 2800 class locomotives in NSW in 2006. This initial application was made for the locomotive using the original (as-supplied) transition muffler and coffin muffler. At this time, permission to operate in NSW was refused on the basis of noise emissions.

Subsequently, modifications were made to the transition muffler, improving its performance, and Aurizon again applied to the EPA for permission to operate this class in early 2012. The locomotive was again refused permission to operate by the NSW EPA on the basis of low-frequency noise emissions.

So modifications were made to the exhaust – and the test passed.

The EPA has subsequently approved this locomotive class (rebadged as the 3200 class) for use in NSW, stating that “Based on the information provided, the EPA considers that the noise performance of the 3200 class locomotive is consistent with current best practice in NSW.”

With the three modified locomotives now able to operate in NSW.

And the one-off diesel GML10

GML10 is a one-of-a-kind diesel locomotive, built in 1990 for the Goldsworthy Mining Company to operate iron ore trains in the Pilbara region of Western Australia.

J Joyce photo via Rail Heritage WA

In 1994 it was sold to Comalco to operate on their bauxite railway at Weipa in Queensland, then sold again in 2009 to Australian Locolease who resold it to Qube Logistics, who operate it on standard gauge freight trains across Australia.

But there was a problem – GML10 had never operated in New South Wales to be approved under the legacy approval path, and as a one-off locomotive, going through the onerous noise approval testing process doesn’t make financial sense.

So Qube’s solution – drag the locomotive dead attached through New South Wales.

A waiver to the published conditions in the ARTC Train Operating Conditions Manual is granted for the movement of GML10 from Broken Hill to Albury via Parkes and Junee ARTC network in NSW. GML10 to be dead hauled at all times.

Or turn off the locomotive before it crosses the border into NSW, and park it in the yard at Albury!

A tactic that bit Qube on their behind in 2017, when a failed train had to be rescued, and GML10 was the only locomotive available to assist.

As a result, Qube sought special permission from ARTC to operate the locomotive over the 2500 metres from the NSW/Victoria border into Albury yard.

A waiver to the conditions of the ARTC TOC Manual is issued for the movement of Locomotive GML10 from the Vic/NSW border into Albury yard under its own power.

Locomotive GML10 is required to be attached to a disabled grain train in Albury. There is no other practical method of movement.

Conditions of movement:

1. The engine of GML10 shall be run for the minimum practical time to SAFELY complete the relocation movement.
2. The movement shall be completed using power setting no greater than notch 2.
3. Movement shall be carried out in daylight hours, 0800 – 1800, to minimize impact on receptors.
4. Once attached to the train GML10 shall be shut down and hauled past the border prior to restarting.
5. Conditions of TOC Waiver 15113 shall re-apply after this movement is complete.

A comical situation, especially given unmodified diesel locomotives from the 1950s are allowed through New South Wales making as much noise as they please.

Footnote: the Border Railway Act

Another complexity on rail noise regulations is the broad gauge railway that crosses the Murray River at Echuca and continues north to Deniliquin in New South Wales.

The railway is operated as an extension of the Victorian rail network.

And is governed by the 1922 Border Railways Acts, with New South Wales passing control of the railway to Victoria.

Control and management of certain railways by Government of Victoria

The Government of Victoria shall, subject to the agreement, have the right to control and manage any railway in New South Wales referred to in the agreement, and the Victorian Authority may, in respect of such control and management, exercise all the powers which are by law conferred on the Victorian Authority in respect of railways in the State of Victoria.

Including what I see is authority to power to set their own rail noise regulations.

Schedule 1 The Agreement

The Government of New South Wales undertakes to vest in the Government of Victoria any authority necessary to sanction the working of any railway or railways under this Agreement in New South Wales territory, including collection and enforcement of fares and freights, and the vesting of the control and management of the lines in the State of Victoria.

So presumably a new-build broad gauge diesel locomotive could operate on the Deniliquin line without issue – assuming one was actually built!

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Bowen Rail Company photo

Let’s take a look

Off to the Bowen Rail Company website – “Queensland’s next-generation rail freight business”.

Named for the Whitsunday town of Bowen, the company says “We aim to support the community of Bowen and help drive economic prosperity for the region.”

They were “created to transport Queensland’s high quality resources for export to the world“.

Their operations are “safe, environmentally responsible and efficient“.

And finally an answer to what they are transporting – export coal from Bravus Mining and Resources’ Carmichael Mine in the Galilee Basin!

You’d be hard pressed to find a mention of coal on their website.

The only other mention being a September 2021 media release titled “State-of-the-art Bowen Rail locomotives arrive to transport Carmichael coal”.

And a November 2021 piece simply titled “Statement on dangerous protest activity“.

Which speaks of nothing except protesters targeting their coal trains.

So why does the Bowen Rail Company exist?

Their “what we do” page has some cryptic clues.

The Bowen Rail Company is Queensland’s next-generation rail business, created to transport Queensland’s high-quality resources for export to the world.

Their area of operation.

Bowen Rail Company will operate on the Carmichael Rail Network; a 200km narrow gauge railway that connects Queensland’s Galilee Basin to existing rail infrastructure and the North Queensland Export Terminal.

And their “foundation customer”.

The Carmichael Rail Network is part of the Bravus Mining and Resources’ Carmichael Project and the Carmichael Mine will be the railway’s foundation customer.

But to find the real answer, you need to look elsewhere – such as this September 2020 exclusive by ABC News.

The Adani group has launched its own rail business to haul coal to its Queensland port, while avoiding any public mention of the parent company or the controversial Carmichael mine.

It follows years of pressure from anti-coal activists that has prompted a string of potential Adani contractors to walk away from the mining giant, increasing the cost of doing business.

Bowen Rail Company (BRC) last month announced it was launching a haulage business to service Abbot Point export terminal.

Head of project delivery, David Wassell, said the company had bought its own “state-of-the-art locomotives and rollingstock” and would recruit about 50 workers.

Neither the media release nor the company website mention Adani or the Carmichael mine.

But company searches show BRC is owned by an Adani group company in India, Adani Ports and Special Economic Zone Limited, via two holding companies in Singapore.

The searches show the directors of BRC are all senior Adani staff in Australia.

So Bowen Rail Company is just a shell company of Adani Mining, proponent of the massively controversial Carmichael coal mine in Queensland, created because no other Australian rail operator would touch the project with a ten foot pole.

So how did Adani get so desperate?

Protests against coal mining are nothing new – including the blocking of railways used to export coal.

Break Free Australia photo (CC BY-NC-SA 2.0)

But Adani’s plans to build the massive Carmichael coal mine in Queensland saw everyday people join the protests, not just hardcore activists.

John Englart photo (CC BY-SA 2.0)

Protesters not just targeting Adani, but companies who could become involved in the project, such as mining services companies.

Embattled Indian miner Adani says it will build and run Australia’s biggest coal venture in central Queensland’s Galilee Basin on its own after parting ways with mining services giant Downer.

On Monday, Adani released a statement revealing both parties had cancelled a conditional $2.6 billion contract as part of Adani’s cost-cutting drive spurred on by the Queensland Government’s veto of its $1 billion Commonwealth loan bid.

The split comes after Downer was the target of a nationwide activist campaign pressuring them to quit the Carmichael project in central Queensland.

And banks that could help fund the project.

Australia’s big four banks have all ruled out funding or withdrawn from Adani’s Queensland coal project, after Westpac said it would not back opening up new coalmining regions.

NAB ruled out funding the Carmichael project in September 2015, a month after Commonwealth Bank parted ways with Adani as project finance adviser.

The CEO of ANZ, Shayne Elliott, in effect ruled out financing the mine last December when he predicted a downward shift in the bank’s exposure to coalmining would continue for the foreseeable future.

By 2018 this saw the scope of the project being cut.

The controversial mine in the Galilee Basin has been scaled back significantly from earlier plans, following years of legal and environmental disputes.

Adani Mining chief executive officer Lucas Dow said the mine would initially begin on a small scale and “ramp up” to a capacity of 27.5 million tonnes a year — less than half the size of the approved project.

This cut also included the rail portion of the project.

ABC News graphic

Dumping their plans for a dedicated railway, and instead connecting to the existing Aurizon network.

Adani has ditched plans to build a new rail line from Abbot Point to get coal out of Queensland’s Galilee Basin, opting for a cut-price solution using existing lines.

The Indian miner had planned to build a new 388km line from its controversial Carmichael mine to Abbot Point for export, but now says it will “instead leverage existing rail infrastructure”.

The new proposal will make use of the existing Aurizon rail infrastructure that runs to Abbot Point. A new narrow-gauge rail line of about 200 km would be constructed to connect the existing network to the Carmichael mine site, reducing the length of the track Adani would have to build by 188km, and significantly reducing the cost.

Adani’s original proposal was for a 388km standard gauge track that was expected to cost $2.3bn.

Adani stating.

“By connecting to the existing network we can fast-track project delivery, reduce capital expenditure and deliver coal more quickly to countries in Asia,” Adani Mining’s chief executive, Lucas Dow, said in a statement on Thursday. “We’re 100% committed to getting the Carmichael project off the ground.”

The company said its Plan B solution would follow the same route, meaning existing approvals and land use agreements could be used.

Aurizon was the frontrunner to haul coal for Adani, so was soon targeted by activists.

Aurizon’s annual general meeting, held in Brisbane today, was dominated by concerns over Aurizon’s potential involvement in the destructive Adani Carmichael coal project.

Both shareholders inside the meeting and #StopAdani activists outside called on the rail freight company to refuse to provide coal haulage services to Adani, or invest any shareholder capital in rail upgrades necessary for the Adani project.

So was Genesee & Wyoming Australia, who was the first rail operator to bow out in August 2019.

The ABC has learned Genesee & Wyoming Australia (GWA) declined to participate in the Carmichael coal project, after Adani approached it to supply coal haulage services from its planned mine.

“GWA has previously been approached to service the Adani Carmichael project and we have decided not to participate,” the company confirmed in a statement to the ABC.

But Pacific National didn’t rule out getting involved.

Pacific National, the major rail freight company in NSW and the fastest growing in Queensland, told the ABC: “We haul coal, that’s what we do.”

“We wouldn’t rule out dealing with Adani or any other mining company that had the necessary approvals,” the company said.

But the situation for Aurizon was was not so clear cut, thanks to their role as manager of the Queensland rail network.

Aurizon is legally obliged by the Queensland Competition Authority to consider and assess the request by Adani to access the network. Both companies are bound to keep discussions about access confidential.

A sticking point being who would fund upgrades to the existing network.

The capacity of the existing Goonyella to Abbot Point line would need to be increased to carry coal from Carmichael, based on current freight volumes. The line has capacity to freight 50m tonnes per annum and currently carries about 28mtpa for companies that have contracts to export through the Abbot Point terminal.

Adani plans an initial expansion of Abbot Point to 60mtpa and plans to ultimately mine and export 27mtpa from Carmichael. The Goonyella line does not have the capacity to service an expanded port, or the Carmichael mine at peak production.

Adani also says its planned spur line will have additional capacity to provide access to other potential future mines in the Galilee Basin. Any additional coal freight from the Galilee would necessitate a more significant upgrade of the Goonyella railway.

Aurizon said it could not comment on any potential access request by Adani or subsequent discussions with the company due to confidentiality restrictions put in place by the QCA. But the rail operator did provide a statement that explained the process if any expansion to its infrastructure was required.

“The process includes assessment of potential future demand from other users of the particular coal system; and the scope of expansion required, how it connects to the network and how it will be funded,” a spokesman said.

But that’s not the end of it

On the construction front, they had to scrape the bottom of the barrel to find someone to build the new line – signing a deal in October 2019 with a tiny company called Martinus Rail.

Adani’s announcement on October 18 that it had awarded a $100 million contract to Martinus to build a 200-kilometre rail line from the Carmichael mine to existing rail tracks operated by Aurizon came just two weeks after Malaysian engineering group Gamuda Berhad acquired a 50 per cent stake in the NSW group.

Gamuda’s overseas investors and staff are likely to be less susceptible than Australian investors and workers to pressure from activists opposing the Carmichael mine, which is moving ahead with construction after receiving final environmental approvals.

Several companies with big Australian operations, including engineering groups Aurecon and Cardno, have ruled themselves out of working on the Carmichael project after being targeted by activists.

Ownership of which was uncertain.

It is unclear who has ultimate control of Martinus. Neither Gamuda or Martinus responded to requests from The Australian Financial Review for comment.

Martinus does not file financial statements with the Australian Securities and Investments Commission, which until June 2019 required accounts to be submitted from companies with consolidated revenues of $25 million or more. The revenue threshold was raised to $50 million in July.

But their construction partner pulled out in September 2020.

Malaysian engineering firm Gamuda has ditched plans to buy half of Australian rail firm Martinus Rail, which has the contract to build 200km of rail connecting Indian firm Adani’s proposed 10mn t/yr Carmichael thermal coal project in the Galilee basin in northwest Queensland to the existing network.

Raising questions as to whether they could even complete the work.

The deal leaves Martinus, which in April secured a second contract with Adani to build A$220mn worth of infrastructure associated with the Adani railway, with limited financial backing to complete these major projects. Martinus has not carried out any new projects previously the size of the Adani rail connector, with the main project featured on its website being a 12.6km dual-track heavy gauge passenger line in the Moreton Bay region of Queensland.

In November 2020 Adani Australia rebranded to ‘Bravus’.

India’s Adani Enterprises has changed the name of its Australian unit to Bravus Mining and Resources.

The rebrand comes as the miner readies to ship out its first coal next year in the face of years of vocal opposition from climate change activists, whose catch cry “Stop Adani” became a marketing slogan emblazoned on t-shirts and earrings.

“We will continue to stand up and deliver for the good of our community, no matter how courageous it requires us to be, and Bravus, our new name, reflects this intent,” Chief Executive David Boshoff said in a statement.

Then in July 2021 parent company Adani Ports transferred the Bowen Rail Company to another Adani subsidiary.

Adani Ports and Special Economic Zone (Adani Ports) has announced in its latest Annual Report (page 129) that after setting up the haulage operation for the controversial Carmichael coal project under the Bowen Rail Company (BRC), it is transferring the ownership of BRC to another Adani subsidiary, Adani Enterprises. The significant ownership transfer is being made after Adani Ports’ Sustainability & CSR Committee determined that Adani Ports “will divest its investments in [BRC] to fulfil Carbon Neutral Commitments”.

But despite all of this, on 18 November 2021 the Bowen Rail Company ran their first test train.

The media release still pretending the companies are not related.

This achievement is a shared celebration between two of Adani Australia’s companies; Bowen Rail Company which provides rail haulage operations, and Bravus Mining and Resources.

But no mention of how much of the 200 kilometre long Carmichael Rail Network was still to be complete.

Footnote: other Australian rail operators hauling coal

Pacific National has been hauling coal in the Hunter Valley for decades, having inherited contracts from the State Rail Authority of NSW.

John Ward photo (CC BY-NC-SA 2.0)

But has since expanded their operations into Queensland.

Rod Williams video

Aurizon is the other big player, getting their start hauling coal all over Queensland for decades as Queensland Rail.

Photo by Ellis678, via Wikimedia Commons

Using both electric and diesel locomotives.

And expanding into the NSW Hunter Valley in the 2000s.

John Ward photo (CC BY-NC-SA 2.0)

One Rail Australia (formerly Genesee & Wyoming Australia) saw the money to be made in moving coal, and also moved into the Hunter Valley.

Hugh Llewelyn photo (CC BY-SA 2.0)

Southern Shorthaul Railroad has won coal haulage contracts in the Lithgow area of NSW.

Rod Williams video

And finally a parallel with the Bowen Rail Company – Xstrata. Dissatisfied with the incumbent rail operators, in 2010 they bought their own locomotives and rolling stock to bypass them entirely.

John Ward photo (CC BY-NC-SA 2.0)

And Whitehaven Coal, who bought their own locomotives and wagons in 2011 – but unbranded, in an attempt to avoid unwanted attention.

PoathTV – Australian Trains video

A few regulatory footnotes

Bowen Rail Company Pty Ltd was registered as a company on 16 December 2019 – ACN 638 074 889. Their ABN is 77 638 074 889 and it has been active from 7 January 2020.

They were accredited as a rolling stock operator by the Office of the National Rail Safety Regulator in 27 October 2021.

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By the beach

We start the month down at Queenscliff.

Where I found the Queenscliff-Sorrento car ferry.

A bridge to the secretive military base on Swan Island.

And rode the Bellarine Peninsula Railway.

Passing through Marcus station.

In the back streets of Geelong I found a Ford Territory SUV covered in camouflage.

The facelifted SZ series Territory was released in April 2011, and first official photos of the facelifted edition being released in February 2011 – looks like I had a scoop back then.

Around Melbourne

Summer in Melbourne – and it was raining!

Tram passengers along Swanston Street still needed to climb up from street level.

Platform stops were eventually built in 2012.

At the corner of Bourke and William Street the St James Building was being gutted, making way for the redevelopment of AMP Square.

And trains

I photographed luxury rail cruise train The Southern Spirit arriving into Melbourne.

A very expensive rail cruise operated by Great Southern Rail, the Southern Spirit ran on various routes around Australia in January 2010, January 2011 and February 2012 before it was discontinued.

I also headed out to Diggers Rest, where I found a much less salubrious train.

Back then Diggers Rest was served by V/Line services, but work was about to start on the Sunbury electrification project that would extend service services to the town.

Another piece of construction was at Lara, where I found a set of points leading nowhere.

Part of a new 1850m crossing loop, Elders Loop opened in 2011.

While north of Craigieburn station a massive shed was taking shape.

Originally just a single stabling siding, the rail yards have since been expanded into the massive The Craigieburn Train Maintenance Facility.

One night after the last train, I found an X’Trapolis train being walked through the station at Ascot Vale, staff watching to make sure that the train didn’t strike the edge of the platform.

Back in the 2000s Melbourne’s rail network had been split between two private operators, with X’Trapolis trains purchased by Connex for use on the Lilydale, Belgrave, Glen Waverley, Alamein, Epping and Hurstbridge line.

This split meant X’Trapolis trains were never tested on the ‘other’ half of the network, requiring Metro to go back and complete this testing so that they could run them along the Craigieburn line to the new workshops.

Another nighttime find was this noisy machine at work on Pascoe Vale Road in Essendon.

It’s a rail grinder used to smooth tramway rails, making the ride quieter for the trams that pass along it.

‘Real’ Myki barriers were finally starting to appear on the network – this set was at the Swanston Street end of Melbourne Central.

These barriers eventually replaced the slower Metcard ‘Frankenbarriers’, but weren’t fast enough – in 2014 another style of gate was adopted at upgraded stations.

Footnote

Here you can find the rest of my ‘photos from ten years ago‘ series.

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