DOCSLIB.ORG

TRACTION DECARBONISATION NETWORK STRATEGY Interim Programme Business Case

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
TRACTION DECARBONISATION NETWORK STRATEGY Interim Programme Business Case OFFICIAL TRACTION DECARBONISATION NETWORK STRATEGY Interim Programme Business Case 31st July 2020 OFFICIAL 1. PREFACE Important Notice – This document and its appendices have been produced by Network Rail (NR) in response to a recommendation made by the Rail Industry Decarbonisation Taskforce. The document summarises evidence and analysis carried out by NR in the period between 1st April 2019 and 29th May 2020. This analysis considers technological, operational and economic methodologies to identify the optimum application of decarbonised traction technologies. The document ultimately identifies the optimum deployment of these traction technologies (battery, electrification and hydrogen) on the unelectrified UK rail network. Note that reference to UK railway infrastructure and operations in this document relate to those contained within England, Scotland and Wales and this document does not consider rail operations in Northern Ireland. The primary purpose of this document and its appendices is to provide DfT, Transport Scotland and Welsh Government with recommendations to inform decisions required to remove diesel trains from the network, achieve net-zero legislative targets, and identify the capital works programme required to achieve this. The document should be used to inform discrete project business cases being developed by project teams. The document provides the strategic rationale for rail traction decarbonisation, as well as initial high-level economic and carbon abatement appraisals of options to underpin the recommendations made. The recommendations have been made using a balanced range of priorities and this work has broad cross industry support. This document should be used exclusively for the purposes of informing further development activity to be carried out by the rail industry. Any person who obtains access to this document and its appendices accepts and agrees that it has been produced by NR in accordance with the instructions provided in an agreement with a cross-industry programme board and was produced exclusively for the benefit and use of DfT, Transport Scotland, Welsh Government and others within the rail industry for the purposes set out above. It should be noted that the recommendations within this report will change as further analysis is carried out, with an update to be provided in the TDNS Programme Business Case. Whilst cost and benefit assessments have been provided, the recommendations made as part of this document have not had any significant bottom-up development or deliverability assessment carried out and assume that the current general service provision of the network is maintained. This work has been endorsed by a number of industry partners and ratified by the TDNS Programme Board. DOCUMENT CONTROL Document Title Traction Decarbonisation Network Strategy – Interim Programme Business Case Version and date C02 - Final Author System Operator Strategic Planning (FNPO) Security Level Official OFFICIAL 2. FOREWORD It is overwhelmingly accepted that the global climate is changing due to human impact. The scientific evidence is increasingly clear. Every year, across the planet, weather records are broken and there is increased incidence of extreme weather events such as flooding and drought. There is an increasingly strong demand for urgent action by populations across the world, to protect the planet and future generations. The UK government set out in June 2019 its legal commitment to achieve ‘net zero’ greenhouse gas emissions by 2050. In respect of the railway, in 2018 the DfT challenged the rail industry remove all diesel-only trains from the network by 2040. The Scottish Government has set a target to decarbonise domestic passenger rail services by 2035. The railways in Great Britain play a critical role in supporting the economy and connectivity between communities across Britain. Rail is a relatively environmentally friendly mode of transport, but we need to do more, and we need to be part of the solution to the climate change challenge. Over the last year the rail industry has come together collaboratively and constructively, under the co-ordination of the System Operator, to assess the issues and options for removing all diesel trains from the rail network. The result of this work is the Traction Decarbonisation Network Strategy and I am delighted that we can now set out the rail sector’s response to the climate challenge by outlining how we can end the direct emissions of greenhouse gases from trains on the network. This document, and other supporting material being provided as part of the Traction Decarbonisation Network Strategy, will support the decisions on what needs to be achieved, and by when. The Strategy considers where overhead electrification, battery or hydrogen trains might be most effectively deployed. The work to end greenhouse gas emissions will require a commitment to a long-term, stable and efficient programme of works which will last at least the next thirty years. In order to meet the UK government’s commitment to achieve net zero by 2050, and any interim emissions targets along the way, we need to set the wheels in motion. One of the key things we pledged when we started work on the Strategy was that we would be open and transparent and that the work would involve the industry as a full part of the process. As a result, the work to produce the Strategy has been overseen by a Programme Board comprised of representatives from across the industry. We have also engaged with over two-hundred and fifty different organisations from both within the rail industry and outside of it, including a number of UK Government departments and other infrastructure managers from around Europe. Much more work will be needed beyond the Strategy, including the development of Regional delivery plans, but this document outlines the journey we must take together. We must now move forward with focus, determination and collective will to see rail rise to the climate change challenge and to maintain its position as a critical and environmentally friendly mode of transport. Paul McMahon Managing Director – System Operator Network Rail OFFICIAL 3. CONTENTS 5. Strategic Case ............................. 2 6.8 Economic case limitations ...... 117 5.1 Strategic Case: Summary ............ 2 6.9 Economic Case: Conclusions .. 119 5.2 Context ....................................... 7 7. Commercial Case .................... 121 5.3 Case for Change ........................ 24 7.1 Introduction ........................... 121 5.4 Strategic Objectives .................. 36 7.2 Network Rail Capability .......... 122 5.5 Strategic Benefits ..................... 43 7.3 Supply Chain Capability .......... 122 5.6 Decarbonisation Traction Options 7.4 Delivery Structures and 59 Procurement .................................... 125 5.7 Methodology ............................ 73 7.5 Commercial Case: Conclusions 5.8 Traction Decarbonisation 126 Recommendations ............................. 76 8. Financial Case ......................... 128 5.9 Recommendations – Scotland’s 8.1 Financial Case: Summary ....... 128 Railway ............................................... 82 8.2 Spend Profile .......................... 128 5.10 Recommendations - Eastern 82 8.3 Financial Case: Conclusions .... 132 5.11 Recommendations - Southern 9. Management Case .................. 134 84 9.1 Management Case: Summary 134 5.12 Recommendations – Wales 9.2 Programme of Decarbonisation and Western ....................................... 85 134 5.13 Recommendations – North 9.3 Governance ............................ 139 West and Central ................................ 85 9.4 Project Business Case 5.14 Traction Decarbonisation Development .................................... 139 Programme ......................................... 86 9.5 Further Synergies ................... 141 5.15 Strategic Case: Conclusion .... 87 9.6 Management Case: Conclusions 6. Economic Case .......................... 90 141 6.1 Economic Case: Summary ........ 90 Appendix 1 – Network Rail Regions and 6.2 Introduction.............................. 91 Service Overview .............................. 143 6.3 Pathways Appraised ................. 93 Appendix 2 – Rolling Stock Tables.... 149 6.4 Economic Approach ................. 97 Appendix 3 – Decarbonisation 6.5 Economic Outputs .................. 105 Programme (Non-Traction) .............. 154 6.6 Analysis of Outputs ................ 110 Appendix 4 – Sub-Regional Context and 6.7 Sensitivities ............................. 115 Emissions Targets ............................. 156 OFFICIAL Appendix 5 – Strategic and Economic Appendix 9 – Strategic Assumptions, Benefits ............................................ 161 Risks and Opportunities ................... 240 Appendix 6 – Traction Types Technical Appendix 10 – Economic Model Summary .......................................... 164 Sources ............................................. 246 Appendix 7 – Embodied Carbon and Appendix 11 – Acronyms and Glossary Ethics ................................................ 180 247 Appendix 8 – Traction Decarbonisation Recommendations Regional Breakdown ....................................... 182 OFFICIAL 4. EXECUTIVE SUMMARY Alongside the current global health crisis, undertaken by the Rail Industry climate change is one of the biggest Decarbonisation Taskforce (RIDT) has issues for today’s society, with the world outlined that the viable technologies to facing a climate emergency. The UK achieve this are further electrification
Load more

Recommended publications
  • Gloucester Railway Carriage & Wagon Co. 1St
    Gloucester Railway Carriage & Wagon Co. 1st Generation DMU’s for British Railways A Review Rodger P. Bradley Gloucester RC&W Co.’s Diesel Multiple Units Rodger P Bradley As we know the history of the design and operation of diesel – or is it oil-engine powered? – multiple unit trains can be traced back well beyond nationalisation in 1948, although their use was not widespread in Britain until the mid 1950s. Today, we can see their most recent developments in the fixed formation sets operated over long distance routes on today’s networks, such as those of the Virgin Voyager design. It can be argued that the real ancestry can be seen in such as the experimental Michelin railcar and the Beardmore 3-car unit for the LMS in the 1930s, and the various streamlined GWR railcars of the same period. Whilst the idea of a self-propelled passenger vehicle, in the shape of numerous steam rail motors, was adopted by a number of the pre- grouping companies from around the turn of the 19th/20th century. (The earliest steam motor coach can be traced to 1847 – at the height of the so-called to modernise the rail network and its stock. ‘Railway Mania’.). However, perhaps in some ways surprisingly, the opportunity was not taken to introduce any new First of the “modern” multiple unit designs were techniques in design or construction methods, and built at Derby Works and introduced in 1954, as the majority of the early types were built on a the ‘lightweight’ series, and until 1956, only BR and traditional 57ft 0ins underframe.
    [Show full text]
  • Barrowmore Model Railway Journal
    ISSN 1745-9842 Barrowmore Model Railway Journal Number30 March2012 Published on behalf of.Barrowmore Model Railway Group by the Honormy Editor: David Goodwin, "Cromer", Chun:1l Road, SaugbaU, Chester CHI 6EN; teI. 01244 880018. E-mail: 4it A '&ee!I 1--pllk Contributions are welcome: (a) as e-mails or e-mail attachments; (b) a bard copy ofa computer file; (c) a typed :manuscript; (d) a hand-written manuscript, preterably wi1h a eontact 1elephone number so that any queries can be sorted out; (e) a CD/DVD; (f) a USB storage flash drive. Any queries to the Editor, please. The NEXT ISSUE will be dated June 2012, and contributions should get to the Editor as soon as possible, but at least before 1May2012. 11111111111111111111111111111111111111111.111111111111111111111111111111111111111111111 Copies ofthis magazine are aJso available to non-members: a cheque for f8 (payable to 'Barrow.more Model Railway Group') will provide the nm fuur issues. posted direct to your home. Send your details and cheque to the Editor at the above address. I I I 11 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I f I I 11 I I I I I I I I I I I Tile cover Wustration for this issue is ofa private owner coal wagon operated by the local firm ofW.BDobell & Co.Ltd. This wagon is only one of several Dobell wagons which appear on the negative~ taken on 3 August 1912, in a sic.ting at Ellesmere Port docks.
    [Show full text]
  • REPORT of SOCIETY MEETING Tfl's RAIL ACTIVITIES in 2019
    REPORT OF SOCIETY MEETING TfL’s RAIL ACTIVITIES IN 2019 by Kim Rennie A report of the LURS meeting at All Souls Clubhouse on Tuesday 11 February 2020 As has become customary, Kim began the presentation starting in January 2019 and progressed through the year with subjects featured in chronological order. Waltham Forest had been designated the first “London Borough of Culture” – a new civic arts and performance festival – and dedicated platform roundels, affixed over certain standard name signs, marked this at TfL stations within the borough. These included Highams Park, Leyton and Leytonstone. The relative lack of overall significant events on LU during the year meant that speaker had drawn on a greater number of non-LU rail subjects than he would have liked, for which he apologised, but such is life. Among these were the new Class 717 units introduced by Great Northern from January, and whose link with LU is their use on the former Northern City Line between Drayton Park and Moorgate. Both external and internal views were shown. Associated with this was the gradual replacement of the existing Class 313 units, which were also depicted, some in truly appalling external condition and with a mixture of liveries from former operators. Also beginning in January was the short-term use of LO Class 378/2 units on the Gospel Oak – Barking Line due to delays in commissioning the new Class 710/2 trains. These 378s were reformed from 5- cars to 4-cars in order to fit the existing operational length of platforms. Finsbury Park gained new lifts to all areas the same month.
    [Show full text]
  • Trains Galore
    Neil Thomas Forrester Hugo Marsh Shuttleworth (Director) (Director) (Director) Trains Galore 15th & 16th December at 10:00 Special Auction Services Plenty Close Off Hambridge Road NEWBURY RG14 5RL Telephone: 01635 580595 Email: [email protected] Bob Leggett Graham Bilbe Dominic Foster www.specialauctionservices.com Toys, Trains & Trains Toys & Trains Figures Due to the nature of the items in this auction, buyers must satisfy themselves concerning their authenticity prior to bidding and returns will not be accepted, subject to our Terms and Conditions. Additional images are available on request. If you are happy with our service, please write a Google review Buyers Premium with SAS & SAS LIVE: 20% plus Value Added Tax making a total of 24% of the Hammer Price the-saleroom.com Premium: 25% plus Value Added Tax making a total of 30% of the Hammer Price 7. Graham Farish and Peco N Gauge 13. Fleischmann N Gauge Prussian Train N Gauge Goods Wagons and Coaches, three cased Sets, two boxed sets 7881 comprising 7377 T16 Graham Farish coaches in Southern Railway steam locomotive with five small coaches and Livery 0633/0623 (2) and a Graham Farish SR 7883 comprising G4 steam locomotive with brake van, together with Peco goods wagons tender and five freight wagons, both of the private owner wagons and SR all cased (24), KPEV, G-E, boxes G (2) Day 1 Tuesday 15th December at 10:00 G-E, Cases F (28) £60-80 Day 1 Tuesday 15th December at 10:00 £60-80 14. Fleischmann N Gauge Prussian Train Sets, two boxed sets 7882 comprising T9 8177 steam locomotive and five coaches and 7884 comprising G8 5353 steam locomotive with tender and six goods wagons, G-E, Boxes F (2) £60-80 1.
    [Show full text]
  • University of Southampton Research Repository Eprints Soton
    University of Southampton Research Repository ePrints Soton Copyright © and Moral Rights for this thesis are retained by the author and/or other copyright owners. A copy can be downloaded for personal non-commercial research or study, without prior permission or charge. This thesis cannot be reproduced or quoted extensively from without first obtaining permission in writing from the copyright holder/s. The content must not be changed in any way or sold commercially in any format or medium without the formal permission of the copyright holders. When referring to this work, full bibliographic details including the author, title, awarding institution and date of the thesis must be given e.g. AUTHOR (year of submission) "Full thesis title", University of Southampton, name of the University School or Department, PhD Thesis, pagination http://eprints.soton.ac.uk UNIVERSITY OF SOUTHAMPTON FACULTY OF ENGINEERING AND THE ENVIRONMENT Transportation Research Group Investigating the environmental sustainability of rail travel in comparison with other modes by James A. Pritchard Thesis for the degree of Doctor of Engineering June 2015 UNIVERSITY OF SOUTHAMPTON ABSTRACT FACULTY OF ENGINEERING AND THE ENVIRONMENT Transportation Research Group Doctor of Engineering INVESTIGATING THE ENVIRONMENTAL SUSTAINABILITY OF RAIL TRAVEL IN COMPARISON WITH OTHER MODES by James A. Pritchard iv Sustainability is a broad concept which embodies social, economic and environmental concerns, including the possible consequences of greenhouse gas (GHG) emissions and climate change, and related means of mitigation and adaptation. The reduction of energy consumption and emissions are key objectives which need to be achieved if some of these concerns are to be addressed.
    [Show full text]
  • Britain's Rail Delivery Group, Comprising the Chief Executives of the Rail Owning Groups, Freight Operators and Network Rail T
    Written evidence from the Rail Delivery Group (ROR 01) 1. This is the response of the Rail Delivery Group (RDG) to the Transport Select Committee’s call for evidence on the reform of the railways. 2. The RDG welcomes the Government’s support for the RDG contained in the Command Paper ‘Reforming our Railways: Putting the Customer First’, which was published today. The Paper calls on the Rail Delivery Group to provide leadership to the industry and to respond to the Government’s strategic challenges. The Command Paper lays out the Government’s vision for an expanding and efficient railway that meets the needs of passengers, freight users and taxpayers. The Government sees the Rail Delivery Group leading the industry in driving up efficiency and demand for the railway. This is a challenge that the Group accepts. 3. The Command Paper calls on the Rail Delivery Group to lead the rail industry in working together to deliver a more efficient, more affordable railway. The Rail Delivery Group is pleased that the Government has recognised that the Group is taking and shaping the industry’s agenda for a sustained programme of improved management and running of the rail network. 4. The Command Paper lists the six priority areas being addressed by the Group • Asset, programme and supply chain management; • Contractual and regulatory reform; • Technology, innovation and working practices; • Train utilisation; • A whole-system approach; and • Industry planning 5. The Rail Delivery Group was created to unlock efficiencies that will improve Britain’s railways. In its first nine months the Group has identified opportunities for a range of savings, for example in asset management through earlier involvement of the operators in planning work on the network.
    [Show full text]
  • The Treachery of Strategic Decisions
    The treachery of strategic decisions. An Actor-Network Theory perspective on the strategic decisions that produce new trains in the UK. Thesis submitted in accordance with the requirements of the University of Liverpool for the degree of Doctor in Philosophy by Michael John King. May 2021 Abstract The production of new passenger trains can be characterised as a strategic decision, followed by a manufacturing stage. Typically, competing proposals are developed and refined, often over several years, until one emerges as the winner. The winning proposition will be manufactured and delivered into service some years later to carry passengers for 30 years or more. However, there is a problem: evidence shows UK passenger trains getting heavier over time. Heavy trains increase fuel consumption and emissions, increase track damage and maintenance costs, and these impacts could last for the train’s life and beyond. To address global challenges, like climate change, strategic decisions that produce outcomes like this need to be understood and improved. To understand this phenomenon, I apply Actor-Network Theory (ANT) to Strategic Decision-Making. Using ANT, sometimes described as the sociology of translation, I theorise that different propositions of trains are articulated until one, typically, is selected as the winner to be translated and become a realised train. In this translation process I focus upon the development and articulation of propositions up to the point where a winner is selected. I propose that this occurs within a valuable ‘place’ that I describe as a ‘decision-laboratory’ – a site of active development where various actors can interact, experiment, model, measure, and speculate about the desired new trains.
    [Show full text]
  • Best Practices and Strategies for Improving Rail Energy Efficiency
    U.S. Department of Transportation Best Practices and Strategies for Federal Railroad Improving Rail Energy Efficiency Administration Office of Research and Development Washington, DC 20590 DOT/FRA/ORD-14/02 Final Report January 2014 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.
    [Show full text]
  • The Railcar Association Bulletin November 2011
    The Railcar Association Bulletin November 2011 Introduction A busy bulletin this time thanks to the number of contributions and the coincidental number of newsworthy events that have involved DMUs over the last two months. The highlight was of course the annual convention which we are pleased to report came off without a hitch. The Association would like to thank the Keighley & Worth Valley Railway for their efforts in accommodating us. It may be a cliché but I had feedback from several individuals who thought the convention was one of the best in recent years. Following feedback from members, we have agreed the dates and venue for the next convention nice and early, so there will be no excuses for not getting time off work! I hope you all agree that the choice for next years event is a good one. Finally, a separate “Restoration & Overhauls” section has been included this issue, as groups have clearly been busy this autumn doing lots of work on preserved vehicles. 17th Annual Railcar Convention The Railcar Association are pleased to announce that the 17th Annual Convention will be held at the Great Central Railway from Friday 7th September to Sunday 9th September 2012. This will be the first time the Great Central have hosted the event, which should prove unique with the railway’s mainline ethos and five mile double track section. Following feedback from members, the initial announcement has been made earlier than normal so delegates have plenty of time to make arrangements with work etc. This means much of the weekend is still to be planned and confirmed, and updates will be released during 2012.
    [Show full text]
  • Modernising the Great Western Railway
    Report by the Comptroller and Auditor General Department for Transport and Network Rail Modernising the Great Western railway HC 781 SESSION 2016-17 9 NOVEMBER 2016 Our vision is to help the nation spend wisely. Our public audit perspective helps Parliament hold government to account and improve public services. The National Audit Office scrutinises public spending for Parliament and is independent of government. The Comptroller and Auditor General (C&AG), Sir Amyas Morse KCB, is an Officer of the House of Commons and leads the NAO, which employs some 785 people. The C&AG certifies the accounts of all government departments and many other public sector bodies. He has statutory authority to examine and report to Parliament on whether departments and the bodies they fund have used their resources efficiently, effectively, and with economy. Our studies evaluate the value for money of public spending, nationally and locally. Our recommendations and reports on good practice help government improve public services, and our work led to audited savings of £1.21 billion in 2015. Department for Transport and Network Rail Modernising the Great Western railway Report by the Comptroller and Auditor General Ordered by the House of Commons to be printed on 8 November 2016 This report has been prepared under Section 6 of the National Audit Act 1983 for presentation to the House of Commons in accordance with Section 9 of the Act Sir Amyas Morse KCB Comptroller and Auditor General National Audit Office 4 November 2016 HC 781 | £10.00 This report examines planning and programme management of the Great Western Route Modernisation industry programme as a result of significant issues arising on delivery of the programme.
    [Show full text]
  • View the Manual
    ROUTE GUIDE More Train Simulator add-ons from Just Trains Midland Main Line: Midland Main Line: Derwent Valley Line Sheffield-Derby Metropolitan Line S7+1 Advanced - Underground Stock S8 Advanced - Class 222 Advanced 2019 Underground Stock Chiltern Main Line: ZZA Snowplough London-Birmingham www.justtrains.net Route Guide Route expansion for Train Simulator CONTENTS INTRODUCTION .........................................................................................................4 Train Simulator requirements ..................................................................................5 Scenery quality and display settings ......................................................................5 Run in 64-bit mode! ................................................................................................5 INSTALLATION, UPDATES AND SUPPORT .............................................................6 STATIONS...................................................................................................................7 FEATURES TO LOOK OUT FOR ON THE ROUTE .................................................14 SCENARIOS ..............................................................................................................45 Standard scenarios using default Train Simulator stock ......................................45 Free Roam scenarios ............................................................................................47 QUICK DRIVE ...........................................................................................................47
    [Show full text]
  • Heljan 2020 Catalogue Posted
    2020 UK MODEL RAILWAY PRODUCTS www.heljan.dk OO9 GAUGE Welcome …to the 2020 HELJAN UK catalogue. Over the coming pages we’ll introduce you to our superb range of British outline locomotives and rolling stock in OO9, OO and O gauge, covering many classic 6 steam, diesel and electric types. As well as new versions of existing PIN LYNTON & BARNSTAPLE RAILWAY products, we’ve got some exciting new announcements and updates DCC MANNING, WARDLE 2-6-2T READY on a few projects that you’ll see in shops in 2020/21. Class Profile: A trio of 2-6-2T locomotives built VERSION 1 - YEO, EXE & TAW NEM for the 1ft 11½in gauge Lynton & Barnstaple COUPLERS 9953 SR dark green E760 Exe New additions to the range since last year include the Railway in North Devon, joined by a fourth locomotive, Lew, in 1925 and used until the 9955 L&BR green Exe much-requested OO gauge Class 45s and retooled OO Class 47s, the SPRUNG railway closed in 1935. A replica locomotive, BUFFERS 9956 L&BR green Taw GWR ‘Collett Goods’, our updated O gauge Class 31s, 37s and 40s, the Lyd, is based at the Ffestiniog Railway in Wales. ubiquitous Mk1 CCT van and some old favourites such as the O gauge Built by: Manning, Wardle of Leeds VERSION 2 - LEW & LYD Number built: 4 9960 SR green E188 Lew Class 35 and split headcode Class 37. We’re also expanding our rolling Number series: Yeo, Exe & Taw (SR E759-761), stock range with a new family of early Mk2 coaches.
    [Show full text]