When a metro train rattles down the Hong Kong tracks with an unfamiliar bump, a phone buzzes in Melbourne—no matter the time of day. It’s not the alert of an obsessive trainspotter but a call to Ravi Ravitharan, director of the Institute of Railway Technology at Monash University.
“My phone is next to my bed when I sleep because we will get calls in the middle of the night,” Ravitharan explains. From Dubai’s metro to the Hong Kong Mass Transit Railway (MTR), some of the world’s most advanced public transport networks rely on Ravitharan’s team to diagnose and resolve potential rail problems before they become disasters.
The Institute has built an enviable reputation internationally, installing specialist monitoring bogies fitted with sensors to detect even the subtlest issues in carriage bounce, vibration, and track condition. By acting early, operators prevent catastrophic failures, ensuring millions of commuters experience seamless journeys each day.
How Melbourne Became the Nerve Centre for Global Rail Systems
The technology developed at Monash involves advanced sensors, cameras, and lasers installed on train bogies—the wheel and suspension structures underneath carriages. These instruments detect changes invisible to passengers and, crucially, notify operators before maintenance becomes urgent and disruptive.
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For networks like Hong Kong’s MTR, which boasts an on-time performance above 99.9%, avoiding speed restrictions or unscheduled maintenance is critical. With real-time monitoring, rail operators can maintain efficiency, reduce costs, and extend asset life.
Similarly, Australia’s mining industry, where iron ore trains in the Pilbara region can stretch up to 3km in length, depends on this technology to prevent derailments that can cost millions per day. After BHP’s 2018 runaway train incident, the value of early warnings became even more obvious.
Initially founded as a BHP division before being spun off into Monash University in 2000, the Institute of Railway Technology has continued to thrive, with clients including Rio Tinto, Hong Kong’s MTR, and numerous freight and passenger operators globally.
Local Innovation, Global Recognition
Inside a shed on Monash University’s Clayton campus, sections of railway track groan under simulated pressures in a fatigue rig designed to mimic real-world conditions. In adjacent metallography labs, cross-sections of steel rail are examined under microscopes, revealing microfractures invisible to the human eye.
Ravitharan describes the Institute’s mission simply: “We’re not doing research for the sake of research—it’s about being relevant to the rail industry.”
Extending track and asset lifespans by years through proactive maintenance isn’t just an academic pursuit—it saves operators millions and ensures reliability in transport systems moving millions daily.
However, while the Institute’s maps flash with real-time tracking data from Hong Kong, the Pilbara, and the Hunter Valley, one notable absence remains: major Australian cities.
Australia’s Resistance to Local Expertise
Despite its international reputation, the Institute has faced persistent hurdles securing contracts in its own country. Ravitharan admits Australian transit authorities often prefer foreign expertise.
“We had to show them how it works in Hong Kong before Queensland Rail would use it here,” Ravitharan recalls. Even then, just one monitoring bogie was installed—compared to dozens in Hong Kong’s network.
This reluctance comes at a time when state governments are investing hundreds of billions into new rail infrastructure projects like Sydney’s Metro and Melbourne’s Suburban Rail Loop, but largely favouring overseas expertise. Operators like Hong Kong’s MTR run Melbourne’s train network, while France’s RATP and Germany’s Siemens are responsible for upcoming Sydney metro lines.
Meanwhile, transport leadership in New South Wales often hails from the UK, and a reliance on imported rolling stock has plagued Australian rail projects with costly errors and years-long delays.
The irony isn’t lost on Ravitharan: “It’s local technology that is commercialised overseas, then they pay twice to bring it back here.”
Global Excellence, Local Frustration
In contrast to Australia’s conservative attitude towards rail innovation, Ravitharan points to international examples where proactive investment yields dividends.
In Munich, critical maintenance on the S-Bahn was completed with just two weekend closures. New York’s subway manages rolling maintenance without shutting down 24/7 services. Hong Kong’s MTR treats even a two-minute delay as a crisis, compared to Australia, where lengthy delays often result in minimal consequences for operators.
“If something falls on a railway track in Australia, or a signal breaks, why do we accept that trains will suddenly stop running?” Ravitharan asks.
The tradition of only investing reactively—in fixing visible problems rather than preventing them—is a cultural hurdle, he says. In mining, by contrast, companies like BHP and Rio Tinto see proactive maintenance as essential for profitability and productivity.
Sustainability and the Future of Rail
Ravitharan argues that investing in rail is not just about convenience or cost—it’s essential for meeting climate goals.
“Australia is a big country and we rely on our railways, and we should rely on them more because if you’re talking about net zero and carbon neutrality, you cannot beat rail,” he says.
Rail is far more carbon-efficient than road or air transport, making its expansion and maintenance critical for reducing national emissions. Yet Australia’s investment in rail lags behind other countries, particularly when it comes to maintaining and upgrading existing networks.
To highlight this potential, the Institute recently developed a scalable solution to make Melbourne’s tram network wheelchair accessible—one of the few government-supported initiatives they have won. This Lego-like modular system helps the city meet long-missed accessibility targets without needing to rebuild its iconic but ageing tram stops.
A Modest Melbourne Shed, a Global Rail Leader
Walking through the Institute’s labs is a reminder of what Australia’s rail future could be. Engineers test hydraulic presses and design custom rigs; metallurgists study microscopic fractures; students run simulations predicting decades of rail fatigue.
On one wall of the main office, massive screens show flashing dots—trains monitored in Hong Kong, the Pilbara, and the Hunter Valley, operating more efficiently thanks to the work of a Melbourne-based team most Australians have never heard of.
Despite the success, Ravitharan’s frustration is palpable.
“In Hong Kong, they know the cost of trains not running, and that spending on innovation can actually be cheaper for you,” he says. “In Australia, rail is run very conservatively. As soon as you put forward an innovation, it’s regarded as a potential problem.”
His hope is that as Australia continues to invest billions in new infrastructure, governments will begin to trust homegrown expertise to help modernise the country’s outdated systems—before it’s too late.
“It’s about building a mindset that reliability is not optional,” Ravitharan says. “If we want world-class railways, we have to stop treating innovation as a risk—and start seeing it as the way forward.”
