DOCSLIB.ORG

Raileast Issue

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

ISSUE 171 SEPTEMBER 2016 Internet at www.railfuture.org.uk/East+Anglia TWITTER at twitter.com/RailfutureEA. Abellio win the Anglia Franchise with a record number of new trains Stadler and Bombardier share the order At last we know - Abellio is awarded the nine-year WHAT’S INSIDE franchise. Franchise award; the details Just after 7am on Wednesday 10 and comment August our new Minister for Transport, Chris Grayling, announced from the Whittlesford Parkway Station: Bombardier factory in Derby, that Abellio an action-plan needed had been awarded the nine-year Anglia London-Stansted-Cambridge: franchise beginning in October this year. a rail-friendly report Some might argue that Abellio’s record does not justify the award (remembering Fourth East Coast Main Line especially autumn 2015 Leaf Fall track to be reinstated débâcle): maybe, but with two short Three-man survey of short franchises under its belt has always Cambridge to Bedford EWR been denied the opportunity to spend and route flourish. That has now been banished with this long franchise and quite the largest order of new trains East Anglia has ever been promised. Of these new trains Bombardier’s Aventra concept is the bigger order and to be built at their Litchurch Lane factory in Derby. A much welcome boost to morale there. This versatile design, based upon that currently under construction for Crossrail, is destined for outer suburban routes from Liverpool Street to Southend, Clacton, Walton and Ipswich and up to Cambridge on West Anglia. It is said this dual order is to replace all trains presently used on Greater Anglia routes although one wonders if this truly includes the five-year old Class 379 used on West Anglia? But all should mean all, and Railfuture thinks it does. The second tranche was probably a bigger surprise, as this represents the UK’s first order of main line trains from Swiss manufacturer, Stadler. Included are some three- and four-car bi-modes, or Electro-Diesel, as Stadler prefer to call them, in addition to 240 electric-only inter-city vehicles for Great Eastern Main Line (GEML)/Stansted Express and West Anglia ‘fastest service’ use, as can be seen from accompanying table. The Stadler units are based on the FLIRT design which is well established in continental Europe, and indeed on narrower gauge mountain railways, whose dimensions more accurately reflect the British loading gauge. In effect Stadler rolling stock will dominate the scene north of Colchester and Bishop’s Stortford, hopefully sparking (!) much new business, which is certainly necessary if only to pay for the trains and service a rather demanding financial package. With so much new kit Abellio ought no longer to be the source of unreliability; ‘extreme’ weather, tragic incidents and man/beast trespass excepted. www.railfuture.uk/East+Anglia 2 Issue 171 September 2016 But every franchise is only as successful as its partner allows: bringing a 19thC railway up to 21stC requirements is a merciless challenge at the best of times for Network Rail. They too carry our hopes and demand our best wishes: like the healthy human body depends on good blood flow, so the railway timetable has to rely on its track and signalling operating efficiently for vital train ‘flow’. So our Branch says, Norwich-in-90 is good but not if the overall East Anglia service crumbles because of infrastructure constraints. Thus the oft-requested second track at Trowse Swing Bridge, remodelling Ely North Junction, and loops along the Felixstowe branch remain essential, as does vastly increased robustness nearer to London. One hopes these new trains will accelerate noticeably quicker than current stock, use regenerative braking and safely brake more quickly. All very important factors given that East Anglia’s services tend to travel short distances between stops. The current Defensive Driving policy does no favours to our timetable. Ipswich and Norwich to Peterborough and Cambridge routes are in dire need of shorter journey times. Anachronisms like the 12-year old ‘temporary’ speed restriction over Croxton level crossing north of Thetford, that saps fuel, wears out brakes, and adds significant travel time need to be removed. The branches out of Norwich and Ipswich too need sprightlier 21stC operation. And the service improvements promised? First: there is no mention of Felixstowe, London to Yarmouth trains, or reconnecting Wisbech (in fact Wisbech is altogether absent from the DfT website map!). According to the Financial Times “Abellio is promising a 10 per cent cut in average journey times across the network, which also includes services to Stansted Airport”, which is great if true. The Ipswich-Peterborough service at long last goes to hourly and will be extended to Colchester, an almost certain testament to active lobbying by Railfuture, and others. Services from Norwich to Cambridge are for the most part extended to Stansted Airport, another commendable move. Norwich-Ipswich-London is to go to three trains per hour, yet with pathing at a premium this suggests a current semi-fast to Ipswich being extended. But at least the patrons will never have long to wait for their train! All these proposals pretty well guarantee a completely re-written timetable in three to four years time. Again, good. As a further comment our Railfuture Director, Jerry Alderson, observes: “Interesting that free Wi-Fi on all trains is mentioned but no reference to power-points (especially USB ones). Passenger groups, Railfuture in particular, consider power-points to be potentially more important than Wi-Fi especially on longer journeys since most news apps cache stories. Not everyone wants to carry around a charged booster battery. …... the maintenance advantages of only having two sources of train for the entire franchise? It certainly reduces costs e.g. less staff training, fewer spares to hold, same equipment to service all trains and so on.” Inevitably there are many details about this franchise we have yet to learn, one of which is where will all these new trains be maintained and by whom, Bombardier and Stadler? It is rumoured that a site near Manningtree is being considered: it does at least have a www.railfuture.uk/East+Anglia 3 Issue 171 September 2016 triangle to hand, like Crown Point. And will Crown Point with its restricted access be retained? The future augurs well for passengers who might well feel a touch pampered by these new trains, even though four years will pass before they become widely evident. There is the caveat that maybe FLIRT 110mph electrics on GEML might take a bit of time persuading passengers that it is superior to present day Mark 3 refurbished coaches. But that aside, it’s probably likely that in time we will all fall in love with a FLIRT! So congratulations, Abellio, and let us hope the franchise bid proves realistic operationally and financially. CB/PS/JA Terrific for train enthusiasts but bad for the balance sheet: two locomotive hauled trains expensively substitute for unavailable diesel units at Norwich in early August. What can’t be seen are two further locomotives completing these top-and-tailed services totalling just six coaches but utilising no less than 11,100 horsepower! Apart from special events services, like Lowestoft Air Display, this sight ought to be consigned to the past with the new franchise. In fact even the foreground single-car Cl.153 unit should also become history by 2020. CB More campaigning needed though, despite good news Despite all the foregoing, our Committee Member, Phil Smart, reminds us that “We don’t yet know if all proposals in the bid were accepted by the Department for Transport in the current post-Brexit climate. Sources close to the bid teams suggest some infrastructure improvements were not taken up and we need to keep up the pressure for a ‘fast’ Ipswich-Cambridge/Peterborough service as well as the reopening to Wisbech.” To which we might add that MPs, government and Network Rail need to be continually lobbied about improving infrastructure, so, so crucial to a successful timetable, and to the Treasury actually receiving what it is promised by the franchisee, Abellio. Another significant aspect listed in the franchise commitments is this: “.....investment to improve the journey experience, including nearly £60m for stations, with major schemes at Broxbourne, Cambridge, Cheshunt, Harlow and Southend Victoria, digital information screens at all 131 stations, improved ticket offices and more ticket vending machines, nearly 1,800 additional car parking spaces and 4000 additional cycle parking spaces”. Quite a list, but dovetailing neatly with a deliberation at our last Branch meeting about running an “Easy Stations” competition in connection with PRM (Persons with Reduced Mobility). Therefore, while welcoming the new rolling stock, which will comply with PRM regulations by 2020, the same cannot be said of every station. A point made in Railfuture’s evidence to the Transport Select Committee in June 2016. In the light of this £60m to be spent on station improvements, Railfuture will run this ‘Easy Stations’ award scheme to encourage Abellio to invest in better access for www.railfuture.uk/East+Anglia 4 Issue 171 September 2016 everyone. There will be an annual award featuring a certificate and special plaque for the station which we adjudge has been made most effectively attractive to ‘PRM’ passengers. PS/CB Phil Smart, reflects on how the award process thought it was heading into port, when up sprang the Referendum storm and suddenly all bets were off....... Franchising Slips on ‘Leave’: East Anglia goes to extra time and penalties The invitation to tender (ITT) for the Anglia franchise, issued in 2015 encouraged significant investment in new trains and a challenge to achieve ‘Norwich in 90 minutes’ by 2019.
Recommended publications
  • Our Counties Connected a Rail Prospectus for East Anglia Our Counties Connected a Rail Prospectus for East Anglia

    Our Counties Connected a Rail Prospectus for East Anglia Our Counties Connected a Rail Prospectus for East Anglia

    Our Counties Connected A rail prospectus for East Anglia Our Counties Connected A rail prospectus for East Anglia Contents Foreword 3 Looking Ahead 5 Priorities in Detail • Great Eastern Main Line 6 • West Anglia Main Line 6 • Great Northern Route 7 • Essex Thameside 8 • Branch Lines 8 • Freight 9 A five county alliance • Norfolk 10 • Suffolk 11 • Essex 11 • Cambridgeshire 12 • Hertfordshire 13 • Connecting East Anglia 14 Our counties connected 15 Foreword Our vision is to release the industry, entrepreneurship and talent investment in rail connectivity and the introduction of the Essex of our region through a modern, customer-focused and efficient Thameside service has transformed ‘the misery line’ into the most railway system. reliable in the country, where passenger numbers have increased by 26% between 2005 and 2011. With focussed infrastructure We have the skills and enterprise to be an Eastern Economic and rolling stock investment to develop a high-quality service, Powerhouse. Our growing economy is built on the successes of East Anglia can deliver so much more. innovative and dynamic businesses, education institutions that are world-leading and internationally connected airports and We want to create a rail network that sets the standard for container ports. what others can achieve elsewhere. We want to attract new businesses, draw in millions of visitors and make the case for The railways are integral to our region’s economy - carrying more investment. To do this we need a modern, customer- almost 160 million passengers during 2012-2013, an increase focused and efficient railway system. This prospectus sets out of 4% on the previous year.
  • DEVELOPMENT POLICY COMMITTEE 5 March 2015

    DEVELOPMENT POLICY COMMITTEE 5 March 2015

    DEVELOPMENT POLICY COMMITTEE 5 March 2015 AGENDA ITEM 11 Subject DEPARTMENT FOR TRANSPORT (RAIL EXECUTIVE) - EAST ANGLIA RAIL FRANCHISE CONSULTATION Report by DIRECTOR OF SUSTAINABLE COMMUNITIES Enquiries contact: Jeremy Potter – Senior Planning Officer 01245 606821 [email protected] Purpose The purpose of this report is to seek the Committee’s approval for the proposed responses to the Department for Transport (DfT) East Anglia Rail Franchise Consultation. Recommendation(s) 1. That the Committee approves the consultation responses to Department for Transport (DfT) East Anglia Rail Franchise Consultation set out at Appendix 1. Corporate Implications Legal: None Financial: None Personnel: None Risk Management: None Equalities and Diversity: None Health and Safety: None IT: None Other: This consultation seeks feedback on the future of rail services in East Anglia which will be the subject of an award of a new Franchise agreement. The extent of improvements in railway services and capacity within Chelmsford City Council’s area has wide-ranging implications for existing communities and businesses. Consultees CCC – Sustainable Communities Directorate 1 Policies and Strategies The report takes into account the following policies and strategies of the Council: Local Development Framework (LDF) Documents Core Strategy and Development Control Policies - Adopted DPD Focused Review of Core Strategy and Development Control Policies – Adopted DPD Chelmsford Town Centre Area Action Plan - Adopted DPD North Chelmsford Area Action Plan – Adopted DPD Site Allocations Development Plan Document – Adopted DPD Local Development Scheme, Third Review March 2013 Planning Obligations SPD – Adopted SPD Community Infrastructure Levy Charging Schedule - February 2014 Duty to Co-operate Strategy, March 2014 The Chelmsford Local Development Framework takes into account all published strategies of the City Council, together with the Sustainable Community Strategy published by The Chelmsford Partnership.
  • Annual Rail Consumer Report

    Annual Rail Consumer Report

    “Measuring up” – Annual Rail Consumer Report June 2016 Contents Executive summary 4 Part 1 - Background 4 Introduction 10 Purpose and scope 11 Overview of the rail industry 12 Regulatory context 15 Our functions, powers and responsibilities 15 Obligations that apply to licence holders 15 Consumer law 18 Our regulatory tools 19 Social media 20 Part 2 - Overall findings and next steps 22 Information for passengers 22 Access and travel assistance for disabled passengers 25 Complaints handling 28 Consumer law 31 Part 3 - Findings by train operator 34 Methodology 34 Guidance on how to read the templates 37 Individual train operator templates 40 Abellio Greater Anglia 40 Arriva Trains Wales 43 c2c 46 Caledonian Sleeper 49 Chiltern Railways 52 Cross Country 55 East Midlands Trains 58 First Hull Trains 61 Govia Thameslink Railway 64 Grand Central 67 Great Western Railway 70 Heathrow Express 73 London Midland 76 London Overground 79 Merseyrail 82 Northern 85 ScotRail 88 Southeastern 91 South West Trains 94 Transpennine Express 97 Virgin Trains East Coast 100 Virgin Trains West Coast 103 Part 4 - Network Rail 106 Network Rail licence obligations 106 Information for passengers 106 Access and travel assistance for disabled passengers 108 Complaints handling 110 Engineering work overruns during Christmas 2014 112 Annexes 114 Annex 1 - Glossary 114 Annex 2 – Regulatory guidance provided by ORR 118 Annex 3 - Core data indicators 120 Executive summary 1. The Office of Rail and Road (ORR) is the UK’s rail regulator and strategic roads monitor for England. 2. This report covers our consumer role, which has two parts. The first part looks at the conditions in the passenger and station licences that we grant to train operators and/or Network Rail.
  • Railway Development Society Limited Is a Not-For-Profit Company Limited by Guarantee Registered in England & Wales No.5011634

    Railway Development Society Limited Is a Not-For-Profit Company Limited by Guarantee Registered in England & Wales No.5011634

    railse no. 132 June 2016 Railfuture in London and the South East quarterly branch newsletter The independent campaign for a bigger better passenger and freight rail network Railfuture campaign wins reopened National Infrastructure Commission east London station at Lea Bridge wants Crossrail 2 hybrid bill in 2019 Between Stratford and Tottenham Hale, opened on Lord Adonis and his team of seven Commissioners 15 September 1840, closed 8 July 1985 with the end of may only have been appointed since last October, and Stratford-Tottenham Hale shuttle services, reopened the CEO since December, but their output and current 31 years later on 15 May 2016 (officially on 16 May). casework is already substantial. For London and the South East there has been last November’s Call for Evidence on London’s Transport Infrastructure, to which Railfuture responded in January, and which in March resulted in two reports: ‘Transport for a World City’ and, from an independent panel of experts, the supporting ‘Review of the case for large scale transport investment in London’ both of which include a specific focus on Crossrail 2. The NIC calls for a hybrid bill deposit in autumn 2019 for line opening in 2033, to coincide with HS2 opening to Leeds and Manchester and the need for the double- ended Euston St. Pancras station to add distribution capacity. It also advocates deferral of the £4billion New Southgate branch, noting that it would enable the proposed eastern extension to be considered when the Lea Bridge station – looking south, towards Stratford second phase of the scheme is planned. It “would be more expensive, but could bring greater overall This is the culmination of a campaign which local benefits, particularly in relation to its impacts in Railfuture members, individual and affiliated, can justly unlocking housing and economic growth in the east of claim as their own.
  • BATTERY-DRIVEN BOMBARDIER ELECTROSTAR Electrical Multiple Unit

    BATTERY-DRIVEN BOMBARDIER ELECTROSTAR Electrical Multiple Unit

    Transportudvalget 2014-15 TRU Alm.del endeligt svar på spørgsmål 397 Offentligt UNITED KINGDOM BATTERY-DRIVEN BOMBARDIER ELECTROSTAR Electrical multiple unit ELECTROSTAR electrical multiple unit in operation on British railways ALTERNATIVE DRIVE CONCEPTS FOR ENVIRONMENTAL FRIENDLINESS The first battery-powered train to run on UK’s rail network in more than half a century began passenger service in January 2015, marking a game-changing development in the field of eco-friendly public transportation viability. Battery-powered trains will offer a real alternative in areas where diesel or electrified rail services are not suitable; for example, in rural areas where there are gaps in the overhead wire system and where diesel normally would have to be implemented. PROPULSION & CONTROLS A NEW PROPULSION CONCEPT The project is part of a research program, funded by Network Rail (NR). Bombardier received this refurbishment order in competition with other train suppliers and could provide a solution with a short time-frame – seven months design phase – by modifying an existing Class 379 train leased from Abellio Greater Anglia. The target is to operate a 185 tons four-car BOMBARDIER* ELECTROSTAR* train on battery up to 120 km/h for a distance of up to 50 km, which requires battery capacity in the range of up to 500 kWh. The design solution charges the batteries with the existing line converter equipment Batteries and assembly in one of six rafts and connects the motor converters to the batteries when the 25 kVAC overhead line is not available. The lithium-ion batteries weigh less and can charge THE PROJECT SETUP more quickly than industrial-form batteries, such The retrofittedELECTROSTAR train was modified at as those used in automobiles.
  • System Operator Strategic Business Plan

    System Operator Strategic Business Plan

    System Operator Strategic Business Plan February 2018 System Operator Strategic Business Plan 1. Foreword by Jo Kaye, Managing Director, System Operator I am pleased to set out, in this Strategic Business Plan, our plan and vision We provide a whole-system, long term view, informed and integrated by the for the railway’s System Operator in Control Period 6 (CP6) and beyond. detailed knowledge we have from planning the network and by the industry- wide interfaces we have with every train operating customer, route and Role of the System Operator infrastructure manager. Our services extend beyond Network Rail. Trains already run between Network Rail routes and infrastructure owned by other Why we exist (our role) infrastructure managers, such as High Speed 1 (HS1), Transport for London We plan changes to the GB railway system so that the needs of passengers (TfL), Nexus and Heathrow Airport. and freight customers are balanced to support economic growth. The network needs to be planned as an integrated whole, irrespective of What we want to be (our vision) ownership. This will be particularly important in the next few years, as Our vision is to become the recognised expert trusted by decision makers to Crossrail and High Speed 2 (HS2) become operational, and as other plan the GB railway. infrastructure managers emerge. How we will do this (our strategic intent) We are a distinct but connected part of Network Rail. The separation of our We will support each other to realise our full potential, building confidence role in managing capacity allocation from the routes allows route businesses and being a better System Operator.
  • Enfield Council East Anglia Franchise Consultation

    Enfield Council East Anglia Franchise Consultation

    Response by Enfield Council Jonathan Roberts, March 2015 www.enfield.gov.uk TABLE OF CONTENTS PART A ENFIELD COUNCIL’S PRIORITIES AND OBJECTIVES Page Definition of the franchise and consultation 2 Dependence on National Rail services 2 Objective A: New Interchanges 3 Lea Valley Line not included in initial TfL concession deal 3 Objective B: Overground Standards at stations 4 Sparse local Lea Valley services, below TfL standards 5 Objective C: Outer London 4 tph Frequency 6 Train standards 6 Objective D: New London Inner Commuter Trains 6 West Anglia service reliability and resourcing commitment 7 Objective E: Reliable and Punctual Train Services 7 Service marketing 7 Objective F: Marketing Lea Valley Local Services 7 Page Number TfL involvement in the Lea Valley stopping services 7 Objective G: TfL Involvement with Lea Valley Services 8 Service improvements at Angel Road/Meridian Water 8 Objective H: Stratford-Herts. Service to Provide 2 tph at 8 Meridian Water PART B RESPONSES TO SPECIFIC FRANCHISE CONSULTATION QUESTIONS Page Q1 Passenger Focus recommendations 9 Q2 Customer service experience 9 Q3 Changes to rail service frequency 9 Q4 Improvements to rail mode for Stansted Airport access 9 Q5 Service changes between Anglia and the North of England 10 Q6 Proposals to improve Community Rail Partnerships 10 Q7 Proposal for third-party scheme to change a current rail service 10 Q8 Assistance for passengers in the event of disruption 10 East Anglia Franchise Consultation 1 Q9 Train capacity options 11 Q10 Removal of first class seating 11
  • Anglia Route Study March 2016 Contents March 2016 Network Rail – Anglia Route Study 02

    Anglia Route Study March 2016 Contents March 2016 Network Rail – Anglia Route Study 02

    Long Term Planning Process Anglia Route Study March 2016 Contents March 2016 Network Rail – Anglia Route Study 02 Foreword 03 Executive Summary 04 Chapter 1: Background 13 Chapter 2: Consultation 16 Chapter 3: The Starting Point 24 Chapter 4: A Strategy for Growth - Conditional Outputs 40 Chapter 5: Meeting the Conditional Outputs 58 Appendix A: Cross-Boundary Approach 94 Appendix B: Option Assessment 98 Appendix C: Appraisal Tables 109 Appendix D: Anglia WRCCA Action Plan 117 Glossary 120 Executive Summary March 2016 Network Rail – Anglia Route Study 04 This document, part of the Long Term Planning 0.1 Introduction • The West Anglia Main Line (WAML) runs between London Liverpool Street and Kings Lynn and carries busy commuter and Process (LTPP), considers the potential outputs The Anglia Route Study seeks to establish the required future leisure traffic from Stansted Airport and Cambridge into London capacity and capability of the railway through a systematic analysis required by the railway network within the Anglia Liverpool Street. It has the potential for significant housing and of the future requirements of the network. It seeks to accommodate employment growth and connects world-leading centres for Route in Control Period 6 (2019-2024), as well as the conditional outputs articulated in the Long Term Planning biosciences and technology. further ahead up to the year 2043. It offers Process (LTPP) Market Studies, whilst maintaining and where funders sets of choices as to how those outputs possible improving operational performance, at a cost acceptable • The Orbital Routes, which include the North London Line (NLL) might be met, having regard to value-for-money, to funders and stakeholders.
  • Tfl Customer Service

    Tfl Customer Service

    Appendix 1 Transport Committee Devolving rail services to London Towards a South London Metro October 2015 Contents Foreword 3 Executive summary 4 1. Introduction: Rail services in London 8 2. The need for change 12 3. The Mayor’s devolution proposals 17 4. Improving services through devolution 24 5. Addressing the risks and challenges of devolution 30 6. Looking ahead: devolving rail infrastructure 36 7. Conclusion: Next steps for the Mayor and TfL 40 Appendix A. Views and information 42 B. The Transport Committee 45 C. Notes 46 Terms of reference The Transport Committee agreed the following terms of reference for an investigation into National Rail services in London at its meeting on 9 June 2015. To consider major problems facing the rail network in London and how these could be addressed. To examine the case for devolving more National Rail services to the Mayor and Transport for London, and different models of devolution that may be used. To identify steps the Mayor and Transport for London could take to help achieve further devolution of National Rail services. 2 Foreword Rail passengers in London are fed up. Far too often their trains are late or cancelled, and when they do arrive they might be too crowded to board. To make matters worse, the cost of rail travel in London has been increasing above inflation for a decade. In a rapidly growing city, struggling with road congestion and traffic-based air pollution, an efficient public transport network is of vital importance. Yet London’s rail network could be more effectively run and make much better use of our constrained track infrastructure.
  • Passenger Rolling Stock

    Passenger Rolling Stock

    1 Foreword Its conclusions are entirely consistent with the findings of the recently published Rail Value for Money Study by Sir Roy McNulty. I am pleased to present the latest output from the Network Route Utilisation Strategy To achieve this will require the procurement of workstream: a draft strategy for passenger rolling stock to be fully aligned with planning the rolling stock procurement and associated capability of the infrastructure across the entire infrastructure planning. The document has network. Piecemeal approaches, or been produced in conjunction with train approaches which give low priority to whole-life operators, representatives of customers, whole-industry costs, to operational flexibility, or manufacturers and rolling stock owning groups to the interface between wheel and rail, are as well as the Department for Transport, unlikely to prove efficient. Transport Scotland, the Welsh Assembly Government, The Passenger Transport Going forward, we seek to work with our Executive Group and Transport for London. industry partners and, through engagement with the Rail Delivery Group, to take on the Under whichever structure the British railway challenge of driving out unnecessary cost from network has been organised, the alignment of the planning of future rolling stock, together passenger rolling stock procurement with a) with the infrastructure to accommodate it, to the customer needs and expectations and b) the ultimate benefit of passenger and taxpayer characteristics of the railway infrastructure has alike. always been complex. The historical development of the railway saw different track Paul Plummer and loading gauges, different platform heights and lengths, different signalling systems, Director, Planning and Development different braking systems, different types of electrification, different lengths of vehicles, different policies on maximum gradients (affecting train weights and speeds), different interior layouts of rolling stock, different operating practices, and so on and so forth.
  • East Anglia Rail Franchise: Stakeholder Briefing Document and Consultation

    East Anglia Rail Franchise: Stakeholder Briefing Document and Consultation

    OFFICIAL Delivering Transformation and Growth for Passengers East Anglia Rail Franchise Stakeholder Briefing Document and Consultation Response September 2015 The Department for Transport has actively considered the needs of blind and partially sighted people in accessing this document. The text will be made available in full on the Department’s website. The text may be freely downloaded and translated by individuals or organisations for conversion into other accessible formats. If you have other needs in this regard please contact the Department. Department for Transport Great Minster House 33 Horseferry Road London SW1P 4DR Telephone 0300 330 3000 Website www.gov.uk/dft General enquiries: https://forms.dft.gov.uk © Crown copyright 2015 Copyright in the typographical arrangement rests with the Crown. You may re-use this information (not including logos or third-party material) free of charge in any format or medium, under the terms of the Open Government Licence. To view this licence, visit www.nationalarchives.gov.uk/doc/open-government-licence or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or e-mail: [email protected]. Where we have identified any third-party copyright information you will need to obtain permission from the copyright holders concerned 2 Contents Contents .................................................................................................3 Secretary of State Foreword ...................................................................4 1. Introduction ......................................................................................6
  • TRACTION DECARBONISATION NETWORK STRATEGY Interim Programme Business Case

    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.