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Investor Presentation 2019
Eversholt Rail Investor Presentation 2nd December 2019 Contents • Strategic context • Refranchising, opportunities and challenges • New and existing fleet management • Financial overview • Conclusions • Q&A 1 Executive summary • 2015-2018 characterised by investment to grow balance sheet • General election result and Williams Review should set the industry’s direction of travel over the medium term • Business focused on long-term value while addressing strategic challenges and opportunities • Contracted new build programmes coming to a very successful conclusion: C802 fleet fully delivered, C397 in advanced state of delivery and C195/C331 fleets progressing well • Management effort shifting to maximising opportunities for fleets with leases expiring in the near future and exploring attractiveness of alternative growth opportunities 2 Strategic context Strategy Great Trains, Great People, Great Future To be recognised as the expert provider of transport asset financing and Vision asset management for the long term Two strands to our strategy: 1 Optimise our current portfolio through maximising asset utilisation and investing to enhance residual value (RV) 2 Developing opportunities for further growth in transport sector Maintain investment discipline: we will continue to be selective in choosing growth opportunities ensuring that they are the right assets for our portfolio Great Trains Great Great People Great Great FutureGreat C802 all units in service Company offsite C397 in service 2019 4 2019 – pressures across the rail industry Reshaping -
& What's in Store at RAIL LIVE 2018
M A G A Z I N E The latest news & reviews from the industry What’s in Store at RAIL LIVE 2018 Revolutionising Rail: UKRRIN Centres of Excellence What does the EU-Japan Economic Partnership & Agreement Mean for the Rail Industry? Rail Live – Issue Two 2018 Letter from the Editor Dear Readers, timed perfectly for the start of summer in the Northern Hemisphere where it’s held Rail Live 2018 will take place at the Quinton Rail Technology Centre in ANDREW LUSH Director Warwickshire on 20–21 June. [email protected] As always there will be plenty to see and feature What Does the EU-Japan JOSEPHINE CORDERO SAPIÉN do. Vivarail, who are based at the Economic Partnership Agreement Editor-in-chief technology centre and whose aim is to Mean for the Rail Industry? The (revised) [email protected] produce low-cost, low-maintenance WTO Government Procurement rolling stock, will exhibit their D-train, at Agreement that came into force in 2014 NICOLA BROWN Rail Live. Founded in just 2012, Vivarail addresses government procurement for Head of Sales purchased London Underground D78 goods and services based on openness, [email protected] stock in 2014 with the purpose of transparency and non-discrimination. converting it into Class 230s. Last year’s Up until now Japan has managed to AMBER GUy-KEMP Rail Live was the first time such a keep its rail market closed despite the Head of Client Content converted Class 230 carried passengers. GPA. However the new agreement with [email protected] At this year’s Rail Live Vivarail will exhibit the EU will change this, giving rail a battery version of its D-train, which will industry suppliers on both sides greater GUy RAyMENT once again give passenger rides. -
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. -
Train Parameters Study Part 1 - Development of Concept and Design Criteria
Train Parameters Study Part 1 - Development of Concept and Design Criteria Delivering a Step-Improvement in Passenger Experience HIGH SPEED 2 LTD TRAIN PARAMETERS STUDY PART 1 – DEVELOPMENT OF CONCEPT AND DESIGN CRITERIA Presented to: HS2 Ltd Eland House Bressenden Place London SW1E 5DU Prepared by: Design Triangle Limited The Maltings Burwell Cambridge CB25 0HB © Copyright Design Triangle Limited 2013 281/R/HS2 Rep 03C.doc 1 of 104 revised: 18th June 2013 CONTENTS Synopsis Introduction 1.0 Passenger Capacity 2.0 Station Dwell Time 3.0 Step Improvement in Passenger Experience 4.0 Reference Layout 5.0 Options Appendix 1 ‐ Research Into Boarding and Alighting Times Appendix 2 ‐ Human Factors Research Appendix 3 ‐ Research Into Existing High Speed Trains Appendix 4 ‐ Potential Seating Capacity of Existing High Speed Trains Appendix 5 ‐ Research Into the Exterior Dimensions of Existing High Speed Trains Appendix 6 ‐ Comparison Of Existing High Speed Trains Appendix 7 ‐ Research Into Exterior Details of Existing High Speed Trains Appendix 8 ‐ Research Into Existing UK Trains Appendix 9 ‐ UK Rail Survey Appendix 10 ‐ Research Into Catering Facilities Appendix 11 ‐ Research Into Display Technology Appendix 12 ‐ Brainstorm Ideas List Appendix 13 ‐ Rendered Images Appendix 14 ‐ Station Dwell Time Estimates Appendix 15 ‐ Seat Space Annex A ‐ Concept Sketches (separate document) Annex B ‐ Layout Drawings (separate document) 281/R/HS2 Rep 03C.doc 2 of 104 revised: 18th June 2013 SYNOPSIS Aims The aim of the HS2 Train Parameters Study is to demonstrate how the train capability requirements associated with Passenger Capacities and Station Dwell Times can be best achievable while delivering a Step Improvement in Passenger Experience. -
Monterey Bay Area Network Integration Study Future Service Vision
Monterey Bay Area Network Integration Study Future Service Vision September 2020 Future Service Vision Summary Future Service Vision Monterey Bay Area Santa Cruz San Jose Building on long-standing efforts to re-establish regular passenger rail service to Integrated Network Monterey Bay and the Central Coast, the Monterey Bay Area Network Integration Capitola Study has developed a detailed Service Vision to guide the establishment and Aptos expansion of the future regional rail network. Aligned with the 2018 California State Watsonville Rail Plan, the Service Vision describes a network that connects regional communities to the San Francisco Bay Area and broader statewide rail network. The network has been designed through strategic analysis and operations Pajaro Gilroy modelling using clear guidelines and goals set by TAMC and regional stakeholders. The Service Vision seeks to maximize rider benefit, minimize capital and operations costs, shorten implementation timelines, minimize risk, and create Hollister a scalable service network. The design prioritizes service goals, customer experience, intuitive operations, direct connections, minimized travel time, and hub Monterey Service Highlights: Castroville stations to allow for pulsed-style scheduling and timed transfers. The network features fully integrated service with connecting hubs in Castroville and Pajaro. The Service Vision considers needs and constraints along the different corridors to Service includes: arrive at an implementable integrated network through a strategic program of – Hourly intercity trains to/from Salinas phased implementation as the network and rail ridership market scale together. – Bi-hourly trains extended to/from SLO – Connecting interlined regional trains to/from This document describes the Service Vision, network design, phased Salinas Monterey and Santa Cruz implementation, and methodology. -
Newsletter No. 76 July 2018
SARPA Newsletter No.76 Page 1 Shrewsbury Aberystwyth Rail Passengers’ Association Newsletter No. 76 July 2018 The KeolisAmey livery? A CAF long distance DMU with end corridor connections. This is presumed to be the livery used across all rolling stock, with doors in red. IT’S JAM TOMORROW (WITH TOMORROW BEING 2022 ONWARD) SAYS THE WELSH GOVERNMENT KeloisAmey “win” the Wales and Border franchise contract After waiting nearly 15 years for some common sense to be injected into the railways of Wales and the Borders, we finally got to find out the culmination of the Welsh Government’s secretive procurement process for the franchise to replace Arriva Trains Wales much maligned operation on Monday 4th June. If you want to read the waffle about how great it all is and what jolly good chaps the Welsh Government and KeolisAmey are, then the official press releases and Ministerial Statements can be found online. Let’s cut through their self-congratulation and look at what it means. Page 2 SARPA Newsletter No.76 There are improvements planned on our line but the implementation timescale leaves a bad taste in the mouth. ● Bow St station is expected to open in March 2020. ● Investment in Machynlleth station in 2021: it will be a “Dementia Friendly” pilot scheme (no detail given). ● The full hourly service on the Cambrian Mainline is now promised for implementation in December 2022. The exact wording of the latest promise is “A consistent 1 train per hour (tph) on the Cambrian line from Shrewsbury to Aberystwyth”. Elsewhere 7 extra trains a day are promised, consistent with filling in the gaps in the timetable at Shrewsbury i.e. -
Title (En) ARTICULATED TRAIN-TYPE RAIL VEHICLE Title (De
Title (en) ARTICULATED TRAIN-TYPE RAIL VEHICLE Title (de) SCHIENENFAHRZEUG IN GLIEDERZUGAUSFÜHRUNG Title (fr) VÉHICULE FERROVIAIRE RÉALISÉ SOUS LA FORME D'UNE RAME ARTICULÉE Publication EP 3164313 B1 20200115 (DE) Application EP 15756900 A 20150828 Priority • DE 102014217430 A 20140901 • EP 2015069713 W 20150828 Abstract (en) [origin: WO2016034502A1] The invention relates to a rail vehicle for transporting people, designed as a motorized articulated train and comprising at least two car bodies (1, 2); adjoining car bodies (1, 2) are supported on a common central running gear (4, 9), and terminal car bodies (1) are additionally supported on terminal running gears (3, 8); for all of the running gears (3, 4, 8, 9), the distance between the centers of the bogies of two adjoining running gears (3, 4, 8, 9) is 18 to 21 m, and the terminal car bodies (1) have a length of 24 to 27 m. IPC 8 full level B61D 1/00 (2006.01); B61F 3/12 (2006.01) CPC (source: EP RU US) B61D 1/00 (2013.01 - EP RU US); B61F 3/12 (2013.01 - EP RU); B61F 3/125 (2013.01 - US) Citation (examination) MARIANESCHI M ET AL: "The new IC-4 DMU for Danish State Railways technology and experience from the approval process", 1 June 2010, ZEVRAIL - GLASERS ANNALEN, GEORG SIEMENS VERLAG, BERLIN, DE, PAGE(S) 70 - 81, ISSN: 1618-8330, XP001555216 Citation (opposition) Opponent : Alstom Transport Technologies • DE 102013002096 A1 20140807 - STALTMEIR JOSEF [DE] • DE 102012002611 A1 20130814 - SIEMENS AG [DE] • WO 9824675 A1 19980611 - SIEMENS SGP VERKEHRSTECH GMBH [AT], et al • EP 1741610 -
Rail Accident Report
Rail Accident Report Passenger trapped in a train door and dragged a short distance at Newcastle Central station 5 June 2013 Report 19/2014 September 2014 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2014 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. (Cover image courtesy First TransPennine Express) Passenger trapped in a train door and dragged a short distance at Newcastle Central station 5 June 2013 Contents Summary 5 Introduction 6 Preface 6 Key definitions 6 The accident 7 Summary of the accident 7 Context 7 The investigation 13 Sources of evidence 13 Key facts and analysis 14 Sequence of events 14 Background information -
An Event Based Simulation Model to Evaluate the Design of a Rail Interchange Yard, Which Provides Service to High Speed and Conventional Railways
Newcastle University ePrints Abbott D, Marinov M. An Event Based Simulation Model to evaluate the Design of a Rail Interchange Yard, which provides Service to High Speed and Conventional Railways. Simulation Modelling Practice and Theory 2015, 52, 15-39. Copyright: NOTICE: this is the author’s version of a work that was accepted for publication in Simulation Modelling Practice and Theory. Changes resulting from the publishing process, such as peer review, editing, corrections, structural formatting, and other quality control mechanisms may not be reflected in this document. Changes may have been made to this work since it was submitted for publication. A definitive version was subsequently published in Simulation Modelling Practice and Theory, 52, 31-01-2015 http://dx.doi.org/10.1016/j.simpat.2014.12.003 Further information on publisher website: http://www.sciencedirect.com/ Date deposited: 05-02-2015 Version of file: Author Final Version This work is licensed under a Creative Commons Attribution-NonCommercial 3.0 Unported License ePrints – Newcastle University ePrints http://eprint.ncl.ac.uk An Event Based Simulation to design a Rail Interchange Yard which provides Service to High Speed and Conventional Railways. Abstract Railway interchanges are key operational points on a railway. However, railways are changing due to rail networks being upgraded to include high speed lines. Therefore, to allow for the integration of high speed lines with current conventional railways there is a prevalent need for railway interchanges to be redesigned. The scope of this paper is to conduct a study to design a railway yard of the future, which will be able to facilitate an interchange between a high speed railway and a conventional railway. -
Diesel Manuals at NRM
Diesel Manuals at NRM Box No Manufacturer Title Aspect Rail Company Publication Notes 001 Associated Electrical Diesel-Electric Locomotives Instruction Book British Transport Commission 2 duplicate copies Industries Ltd Type 1 (Bo-Bo) British Railways 001 Associated Electrical 800 H.P. Tyoe 1 Diesel Parts List for Control British Railways Industries Ltd Electric Locomotives Nos. Apparatus And Electrical D8200 to D8243 Machines 001 Associated Electrical London Midland Region A.C. Parts List for Electrical British Railways Industries Ltd Electrification Locomotive Control Apparatus Nos. E3046 to E3055 002 Associated Electrical Diesel-Electric Locomotives Parts List for Control British Railways Two copies with identical Industries Ltd Type 2 (Bo-Bo) 1160 H.P. Apparatus And Electrical covers as listed above but the Locomotives Nos. D5000- Machines second appears to be an D5150 Type 2 (Bo-Bo) 1250 overspill of the first H.P. Locomotives Nos. D5151-D5175 002 Associated Electrical 1250 H.P. Type 2 Diesel - Service Handbook British Railways Industries Ltd Electric Locomotives Nos. D5176 to D5232 D5233 to D5299 D7500 to D7597 002 Associated Electrical Type 2 1250 H.P. Diesel - Service Handbook British Railways Industries Ltd Electric Locomotives Loco No. 7598 to D7677 002 Associated Electrical Diesel-Electric Locomotives Instruction Book British Transport Commission Industries Ltd Type 2 (Bo-Bo) British Railways 003 Associated Electrical Type 2 1250 H.P. Diesel - Parts List - Control Apparatus British Railways Industries Ltd Electric Locomotives Loco And Electrical Machines No. 7598 to D7677 003 Associated Electrical Type 2 1250 H.P. Diesel - Maintenance Manual - British Railways Industries Ltd Electric Locomotives Loco Control Apparatus And No. -
The UK Rail Sector a Showcase of World-Class Expertise
The UK Rail Sector A showcase of world-class expertise ukti.gov.uk UKTI UK Trade & Investment is the Government Department that helps UK-based companies succeed in the global economy. We also help overseas companies bring their high-quality investment to the UK’s dynamic economy acknowledged as Europe’s best place from which to succeed in global business. Disclaimer Whereas every effort has been made to ensure that the information in this document is accurate, neither UK Trade & Investment nor its parent departments (the department To find out for Business, Innovation and Skills, and the Foreign and Commonwealth Office) accept more, scan this liability for any errors, omissions or misleading statements, and no warranty is given code with your or responsibility accepted as to the standing of any individual, firm, company or other smartphone organisation mentioned. www.ukti.gov.uk © Crown copyright 2014 You may re-use this information free of charge in any format or medium, strictly in accordance with the terms of the Open Government Licence. To view this licence, visit: www.nationalarchives.gov.uk/doc/open-government-licence or e-mail: [email protected]. Where we have identified any third party copyright information in the material that you wish to use, you will need to obtain permission from the copyright holder(s) concerned. Cover image: Network Rail Any enquiries regarding this material should be sent to us at [email protected] or telephone +44 (0)20 7215 5000. This document is also available on our website at -
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.