A New Vision for Local Transport
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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. -
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. -
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. -
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. -
Or Zero-Emission Multiple-Unit Feasibility Study
Low- or Zero-Emission Multiple-Unit Feasibility Study FEASIBILITY REPORT December 30, 2019 Prepared for: San Bernardino County Transportation Authority 1170 W. 3rd Street, 2nd Floor San Bernardino, CA 92410 Prepared by: Center for Railway Research and Education Eli Broad College of Business Michigan State University www.railway.broad.msu.edu 3535 Forest Road Lansing, MI 48910 USA Birmingham Centre for Railway Research and Education University of Birmingham Edgbaston Birmingham B15 2TT United Kingdom www.railway.bham.ac.uk Authors: Stephen Kent - BCRRE Raphael Isaac - MSU CRRE Nick Little - MSU CRRE Andreas Hoffrichter, PhD - MSU CRRE Executive Summary The San Bernardino County Transportation Authority (SBCTA) is adding the Arrow railway service in the San Bernardino Valley, between San Bernardino and Redlands. SBCTA aims to improve air quality with the introduction of zero-emission rail vehicle technology by procuring a new zero-emission multiple unit (ZEMU) train and converting one of the diesel multiple unit (DMU) trains that will be used to provide Arrow service. Using a Transit and Intercity Rail Capital Program (TIRCP) grant, SBCTA will demonstrate low- or, ideally, zero-emission rail service on the Arrow route. The ZEMU is expected to be in service by 2024 and demonstrate low- or zero-emission railway motive power technology for similar passenger rail service in California as well as a possible technology transfer platform for other railway services. SBCTA commissioned the Center for Railway Research and Education (CRRE) at Michigan State University (MSU) in collaboration with the Birmingham Centre for Railway Research and Education (BCRRE) at the University of Birmingham, United Kingdom, to assist with the comparison of low- and zero-emission technology suitable for railway motive power applications. -
RHC-FINAL-REPORT-2009-13.Pdf
1 Contents Chairman’s Report 4 Designations in 2009 to 2013 6 Artefacts Sub-committee 11 Records Sub-committee 12 Scottish Sub-committee 14 Mission Statement 15 Aims 16 Procedure 17 Committee status and remit 18 Membership 19 Sub-committees 21 Memorandum of Understanding with National Railway Museum 23 Policy statement: presence of asbestos 24 Policy statement: nameplates and associated crests 25 Nature of records and artefacts 26 Criteria for designating records 27 Criteria for designating artefacts 28 Special criteria for designating nameplates 29 Criteria for consenting to or making directions for disposals of records 30 Criteria for consenting to or making directions for disposals of artefacts 31 Care of designated items 33 Formal undertakings 28 Terms and conditions for the care of items disposed of with the consent of the Committee 34 2 Designations and disposals to 31 March 2009 36 Relevant legislation 52 Financial statement 53 Some notable landmarks in Britain’s railway history 54 Who’s Who of Committee members 55 Secretary 56 CONTACT DETAILS 57 Photo: Ian Bell, TfL 3 Chairman’s Report This is the final report on the work of the Railway Heritage Committee which has striven to safeguard Britain’s railway heritage over the last 18 years. Rather than just limit this report to the period under review, it is appropriate to take this opportunity to paint in some of the background to the Committee’s history. The initial concept of a statutory Committee with responsibility for railway heritage was developed in the early 1990s under the railway privatisation legislation, the Railways Act 1993. -
RAIB Report: Passenger Train Derailment Near East Langton, Leicestershire
Chris O’Doherty RAIB relationship and recommendation handling manager Tel No: 020 7282 3752 Email: chris.o’[email protected] 2 May 2013 Carolyn Griffiths Chief Inspector of accidents RAIB Cullen House Berkshire Copse Road Aldershot Hampshire GU11 2HP Dear Carolyn RAIB Report: Passenger train derailment near East Langton, Leicestershire I write to report1 on the consideration given and action taken in respect of the recommendations addressed to ORR in the above report, published on 30 January 2012. Annex A to this letter provides details of the consideration given/action taken in respect of each recommendation where all 4 recommendations either implemented or are being implemented. Annex B and Annex C provides the detail of the individual responses from each end implementer and are provided as separate documents.. We do not intend any further action n respect of these recommendations unless we become aware that any of the information provided becomes inaccurate, in which case I will write to you again2. We expect to publish this response on the ORR website on Mon 20 May 2013 Yours Sincerely Chris O’Doherty 1 In accordance with Regulation 12(2)(b) of the Railways (Accident Investigation and Reporting) Regulations 2005 2 In accordance with Regulation 12(2)(c) 1 Head Office: One Kemble Street, London WC2B 4AN T: 020 7282 2000 F: 020 7282 2040 www.rail-reg.gov.uk 2 Annex A Initial consideration by ORR All four recommendations were addressed to ORR when the report was published on 30 January 2012. After considering the recommendations ORR passed recommendations 1 and 3 to Bombardier, recommendation 2 to ROSCOs, Contracting Entities and Entities in Charge of Maintenance and recommendation 4 to East Midlands Trains asking them to consider and where appropriate act upon them and advise ORR of its conclusions. -
Long Term Passenger Rolling Stock Strategy for the Rail Industry Fourth Edition, March 2016
Long Term Passenger Rolling Stock Strategy for the Rail Industry Fourth Edition, March 2016 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 • First Group • Go-Ahead Group • Keolis • National Express • Network Rail • Porterbrook Leasing • Rail Delivery Group Executive Team • Stagecoach Cover Photos: A BR-procured Virgin Trains East Coast Type F IC225 train of 1989; a Siemens FTPE Type B Class 185 DMU introduced in 2005; and a Vossloh ScotRail Type B Class 68 locomotive introduced in 2012 Foreword by Claire Perry MP, Parliamentary Under Secretary of State for Transport I would like to thank the rail industry for this further update of the Long Term Passenger Rolling Stock Strategy. It continues to be a most useful source of information at a time of great change in the rail industry. It also has an important role to play in supporting the Government’s major investments in projects such as Thameslink, Crossrail, electrification, the Northern Powerhouse and HS2. Improvements in rolling stock are part of the Government’s investment in the railways in the largest modernisation since Victorian times that will deliver better journeys for passengers. I welcome the way in which private sector train companies and vehicle owners work in partnership with the Department to deliver for passengers. This partnership is producing innovative plans to expand and update our train fleets to meet the unprecedented growth in passenger numbers. But it is not just about capacity: the quality of the journey is crucial as well. -
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 -
Network RUS Alternative Solutions
Network RUS: Alternative Solutions July 2013 Contents July 2013 Network RUS: Alternative Solutions 02 Foreword 03 Executive Summary 04 Chapter 1: Background 09 Chapter 2: Scope and policy context 11 Chapter 3: Drivers of change 15 Chapter 4: Baseline 21 Chapter 5: Gaps 64 Chapter 6: Options 68 Chapter 7: Consultation process 104 Chapter 8: Strategy 113 Appendix A: Tram and tram train in Great Britain 126 Appendix B: Tram train in Europe 128 Appendix C: Hybrid light rail 130 Appendix D: Community rail case studies 131 Appendix E: Community rail line infrastructure 140 enhancement case studies Appendix F: Bus rapid transit and guided bus case study 142 Appendix G: St Albans Abbey - Watford Junction: 149 Abbey Line Case Study Appendix H:Scoping document consultation summary 153 Appendix I: Summary of further alternative solutions 155 raised by consultees Appendix J: Glossary 159 Front cover image courtesy of Dr Robert Carroll (Stagecoach Supertram) Foreword July 2013 Network RUS: Alternative Solutions 03 Innovation is vital for the railway industry if it is to This Network RUS: Alternative Solutions complements and builds However, this RUS is not prescriptive. Each locality has its unique maximise value for money and will form an upon the Rail Technical Strategy published in 2012, to examine circumstances and solutions must be developed to meet specific solutions to challenges in the regional and rural markets. It local needs, working with rail industry partners and stakeholders to important element of economic and considers a number of areas where significantly different ways of achieve the most favourable outcome. doing things (the ‘alternative solutions’) could help the industry to environmental policy. -
Honeybourne to Long Marston Airfield Rail Shuttle Service
Stratford-on-Avon District Council Provision of a rail shuttle service between Honeybourne Station and Long Marston Airfield Rail Shuttle Study Findings Issue | 4 May 2018 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 260396-00 Ove Arup & Partners Ltd The Arup Campus Blythe Gate Blythe Valley Park Solihull B90 8AE United Kingdom www.arup.com Stratford-on-Avon District Council Provision of a rail shuttle service between Honeybourne Station and Long Marston Airfield Rail Shuttle Study Findings Contents Page 1 Introduction 4 2 Forecasting disclaimer 4 3 Context 6 3.1 Background 6 3.2 Honeybourne Station 7 3.3 Former Long Marston station site 7 3.4 Stratford to Long Marston Greenway 8 3.5 Long Marston Village, Depot and Meon Vale 8 3.6 Long Marston Airfield 10 3.7 Long Marston Airfield Garden Village (LMAGV) 11 3.8 Communications and briefing meeting 12 4 Rail Alignment 13 4.1 Horizontal Alignment 14 4.2 Crossings 18 5 Capital Costs for the shuttle service 22 5.1 Assumptions for the capital costs 22 5.2 Estimated capital costs 23 6 Level of service 24 6.1 Long Marston Airfield Garden Village 24 6.2 Meon Vale and surrounding area 25 6.3 Passenger demand from LMAGV 28 6.4 Peak Hour 30 7 Rolling Stock 31 7.1 Applicable Rolling Stock 31 7.2 Rolling Stock Capital and Operational Costs 33 8 Operation of the shuttle service 37 8.1 Stabling of units 37 8.2 Maintenance -
Rebuilding Rail
Rebuilding Rail Final Report June 2012 y b e l p p A n a t s i r T Author contacts This report was researched and written by: Dr Ian Taylor Dr Lynn Sloman Transport for Quality of Life Ltd www.transportforqualityoflife.com [email protected] © Copyright Transport for Quality of Life Ltd. All rights reserved. Disclaimers 1. The rail trades unions The authors would like to thank Aslef, RMT, TSSA and Unite for their financial support of the research for this report. While all these unions support greater integration and public ownership of the railways, the views expressed in this report are those of the authors, and the proposals set out in the following pages have not, as of the date of publication, been adopted as official policy by any of these unions, and should not be taken as such. 2. Northern Ireland This report does not deal with the railway in Northern Ireland. The problems caused by privatisation and fragmentation of the railways in other parts of the UK do not apply to Northern Ireland, where NI Railways has, so far, remained publicly owned and vertically integrated. In addition, Northern Ireland’s railways physically connect to and relate to Eire rather than other UK railway lines. This distinction is reflected in the report’s adoption of the name ‘GB Rail’ to describe an overarching railway organisation encompassing both track and trains. Where the term UK is used in the report it should generally be presumed that the issue under discussion does not apply in Northern Ireland. 2 Acknowledgments Interviewees The authors would like to thank all the experts interviewed who gave generously of their time and deep knowledge of the railway.