A Two-Phase Approach for Real-World Train Unit Scheduling
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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. -
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. -
Britain's Railways
BRITAIN’S RAILWAYS MUCH MORE FOR MUCH LESS August 2010 Front cover picture of Siemens Desiro electric train at Northampton by Philip Bisatt Rear cover picture of Glasgow by Network Rail The Railway Development Society Limited Registered in England and Wales No: 5011634 A Company Limited by Guarantee Registered Office: 24 Chedworth Place, Tattingstone, Suffolk IP9 2ND www.railfuture.org.uk INTRODUCTION Railfuture is Britain’s only completely independent voice on railway development. We are not affiliated to or supported by any political party, trade union or by private industry. We receive almost no funding from any source other than our members. We are convinced that in the current economic climate rail travel and rail freight represent wise investments for the future of this country. We are pro-rail but not anti-road. We believe that all transport modes have their place in a vibrant, modern, integrated, environmentally efficient market economy. We believe that investment can be made sensibly and cost-effectively to achieve: Britain’s Railways – Much More for Much Less. COSTS INDUSTRY COSTS – MYTH AND REALITY We need to emphasise that there is a significant difference between the gross and net costs of the rail industry after allowing for money paid to government from Corporation tax, Industrial Buildings tax, fuel tax, Community Infrastructure Levy, VAT, Uniform Business Rates and income tax from a combined workforce of about 150,000 people, together with premium payments and revenue sharing agreements paid by the train operating companies. Investment should be excluded from annual costs since rail projects have a very long payback period. -
Rail Infrastructure, Assets and Environmental 2017-18 Annual Statistical Release
Rail infrastructure, assets and environmental 2017-18 Annual Statistical Release Publication date: 18 October 2018 Next publication date: October 2019 Background Infrastructure: This release contains the As a result of various electrification schemes across Great following rail statistics for Great Britain in 2017-18: Britain, 5,766km of the mainline railway route is now electrified; 36% of the total (up from 34% in 2016-17). Rail infrastructure statistics provide details on track length (including electrified track). Three new mainline stations opened in 2017-18, bringing the Sourcedt from Network Rail and total to 2,563: is available from 1985-86. • Ilkeston Number of mainline stations • Low Moor are sourced from Estimates of • Cambridge North Station Usage (ORR) and Network Rail and is available Average age of rolling stock: from 1985-96 The average age of rolling stock is 19.6 years, a 0.6 year Average age of rolling stock is decrease over the course of 2017-18. This is a result of the sourced from the Rail Safety & Standards Board and the introduction of new rolling stock by many operators. Department for Transport and is published by train operator from Emissions: 2007 -08 Q4. Electricity consumed (in kWh) for providing traction to rail services has increased in both the passenger and freight Environmental statistics are sour ced from train operators and sectors. Conversely, the amount of diesel used has seen a pr ovide an estimate of decrease. This is likely a consequence of the introduction of nornm alised CO2e emissions from new electric fleets across the country. traction energy since 2005-06. -
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. -
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. -
Long Term Passenger Rolling Stock Strategy for the Rail Industry
Long Term Passenger Rolling Stock Strategy for the Rail Industry Sixth Edition, March 2018 This Long Term Passenger Rolling Stock Strategy has been produced by a Steering Group comprising senior representatives of: • Abellio • Angel Trains • Arriva • Eversholt Rail Group • FirstGroup • Go-Ahead Group • Keolis • Macquarie Rail • MTR • Network Rail • Porterbrook Leasing • Rail Delivery Group • SMBC Leasing • Stagecoach Cover Photos: Top: Bombardier built Class 158 DMU from the early 1990s Middle: New Siemens built Class 707 EMU Bottom: Great Western Railway liveried Hitachi Class 802 Bi-mode awaits roll-out Foreword by the Co-Chairs of the Rolling Stock Strategy Steering Group The Rolling Stock Strategy Steering Group is pleased to be publishing the consolidated views of its cross-industry membership in this sixth edition of the Long Term Passenger Rolling Stock Strategy. The group is formed of representatives from rolling stock owners, train operators, Rail Delivery Group and infrastructure owner Network Rail, and endeavours to provide an up-to-date, balanced and well-informed perspective on the long term outlook for passenger rolling stock in the UK. Investment commitments made in recent years are now being delivered in volume and the benefits of modern, technically advanced trains are being enjoyed by passengers on an increasing number of routes. A further 1,565 vehicles were ordered during the last year, bringing the total commitment since 2014 to nearly 7,200 vehicles. New train manufacturers continue to be drawn to the UK and and other new entrants to the vehicle leasing market have brought additional investment and competition to the specialist sector. -
An Introduction to East Coastway
1 ©2019 Dovetail Games, a trading name of RailSimulator.com Limited (“DTG”). "Dovetail Games", “Train Sim World” and “SimuGraph” are trademarks or registered trademarks of DTG. Unreal® Engine, ©1998-2019, Epic Games, Inc. All rights reserved. Unreal® is a registered trademark of Epic Games. Portions of this software utilise SpeedTree® technology (©2014 Interactive Data Visualization, Inc.). SpeedTree® is a registered trademark of Interactive Data Visualization, Inc. All rights reserved. Permission to use the Southern Trade Mark is granted by Transport for London. All other copyrights or trademarks are the property of their respective owners and are used here with permission. Unauthorised copying, adaptation, rental, re-sale, arcade use, charging for use, broadcast, cable transmission, public performance, distribution or extraction of the product or any trademark or copyright work that forms part of this product is prohibited. Developed and published by DTG. The full credit list can be accessed from the TSW “Options” menu. 2 Contents Topic Page An Introduction to East Coastway ......................................................................................... 4 East Coastway Route Map & Key Locations ......................................................................... 5 An Introduction to the BR Class 377/4 .................................................................................. 6 Quick Start Guide: BR Class 377/4 ....................................................................................... 6 Stopping at -
Rolling Stock Perspective Second Edition
Rolling Stock Perspective Second edition Moving Britain Ahead May 2016 Rolling Stock Perspective Second edition Moving Britain Ahead 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 General enquiries https://forms.dft.gov.uk Website www.gov.uk/dft © Crown copyright 2016 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 v3.0. To view this licence visit http://www.nationalarchives.gov.uk/doc/open-government-licence/version/3 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. ISBN: 978-1-84864-180-8 Contents Ministerial Foreword 6 Rolling Stock Perspective 8 Summary 8 The future of passenger rolling stock 11 High Speed 2 14 Skills 15 Innovation and Research 17 Digital Future 20 Rolling stock mix 21 UK’s supply -
Transportation-Markings Database: Railway Signals, Signs, Marks & Markers
T-M TRANSPORTATION-MARKINGS DATABASE: RAILWAY SIGNALS, SIGNS, MARKS & MARKERS 2nd Edition Brian Clearman MOllnt Angel Abbey 2009 TRANSPORTATION-MARKINGS DATABASE: RAILWAY SIGNALS, SIGNS, MARKS, MARKERS TRANSPORTATION-MARKINGS DATABASE: RAILWAY SIGNALS, SIGNS, MARKS, MARKERS Part Iiii, Second Edition Volume III, Additional Studies Transportation-Markings: A Study in Communication Monograph Series Brian Clearman Mount Angel Abbey 2009 TRANSPORTATION-MARKINGS A STUDY IN COMMUNICATION MONOGRAPH SERIES Alternate Series Title: An Inter-modal Study ofSafety Aids Alternate T-M Titles: Transport ration] Mark [ing]s/Transport Marks/Waymarks T-MFoundations, 5th edition, 2008 (Part A, Volume I, First Studies in T-M) (2nd ed, 1991; 3rd ed, 1999, 4th ed, 2005) A First Study in T-M' The US, 2nd ed, 1993 (part B, Vol I) International Marine Aids to Navigation, 2nd ed, 1988 (Parts C & D, Vol I) [Unified 1st Edition ofParts A-D, 1981, University Press ofAmerica] International Traffic Control Devices, 2nd ed, 2004 (part E, Vol II, Further Studies in T-M) (lst ed, 1984) International Railway Signals, 1991 (part F, Vol II) International Aero Navigation, 1994 (part G, Vol II) T-M General Classification, 2nd ed, 2003 (Part H, Vol II) (lst ed, 1995, [3rd ed, Projected]) Transportation-Markings Database: Marine, 2nd ed, 2007 (part Ii, Vol III, Additional Studies in T-M) (1 st ed, 1997) TCD, 2nd ed, 2008 (Part Iii, Vol III) (lst ed, 1998) Railway, 2nd ed, 2009 (part Iiii, Vol III) (lst ed, 2000) Aero, 1st ed, 2001 (part Iiv) (2nd ed, Projected) Composite Categories -
ICRS 2010 Wagon Combine
CONTENTS Introduction & What’s New ............................................................................. 3 Locomotives Shunting ............................................................................................. 4 (Names ........................................ 11) Mainline Diesel ................................................................................. 12 (Names ........................................ 31) Mainline DC Electric ......................................................................... 36 Mainline AC Electric .......................................................................... 38 (Names: Classes 90 - 91 ............. 41) Miscellaneous ................................................................................... 42 Eurotunnel ........................................................................................ 43 Exported ........................................................................................... 45 Preserved Mainline Steam ................................................................ 46 Multiple Units Preserved Steam Railmotor + Trailer ................................................ 54 Diesel (DMU) .................................................................................... 55 (Names) ....................................... 70) Diesel Electric (DEMU) ..................................................................... 71 Preserved DMUs .............................................................................. 74 Preserved Gas Turbine (APT-E) ...................................................... -
Autonomous Power Options for UK Rolling Stock (Pdf)
MSc in Railway Systems Engineering and Integration College of Engineering, School of Civil Engineering University of Birmingham Dissertation - Network Energy Strategy: Rolling Stock Gap Analysis Author: Giles Pettit Supervisor: Stephen Kent Date: 5th March 2017 Issue 2 © University of Bi rmingham 2017 A dissertation submitted in partial fulfilment of the requirements for the award of MSc in Railway Systems Engineering & Integration Dissertation - Network Energy Strategy: Rolling Stock Gap Analysis Preliminaries Author: Giles Pettit Executive Summary The electrification of railways is a preferred state of technology due to performance, whole life cost, and the environmental sustainability of power at the point of use. However despite current programmes to increase the electrified extent on the GB network, there will remain a need for roughly 3,000 self-powered passenger vehicles to retain the current level of services. This report reviews both the network and fleet situation and explores the potential for different vehicle power options in the future, given the increasing unacceptability of diesel use in urban and city areas. Having undertaken a qualitative review by passenger franchise area, it was found that there are nine areas which are at risk of having either a moderate, considerable or substantial gap in the provision of electrification. One franchise area – Midland Main Line and East Midlands Regional – was considered as having a substantial gap, and this area was chosen for detailed analysis. On the assumption that diesel-only