September Network RUS Passenger Rolling Stock

Transcription

1 September 2011 Network RUS Passenger Roing Stock 1

2 Contents 3 Foreword 4 Executive Summary 8 Chapter 1 Background 9 Chapter 2 Scope and panning context 12 Chapter 3 Baseine 35 Chapter 4 Drivers of change 40 Chapter 5 Gaps 51 Chapter 6 Options 69 Chapter 7 Consutation process and next steps 72 Chapter 8 Strategy 83 Chapter 9 Next steps 84 Appendix A Roing Stock feet characteristics 88 Gossary

3 Foreword I am peased to present the atest output from the Network Route Utiisation Strategy workstream: a strategy for passenger roing stock procurement and associated infrastructure panning. I am peased to present the atest output from the Network Route Utiisation Strategy workstream: a strategy for passenger roing stock procurement and associated infrastructure panning. The document has been produced in conjunction with train operators, representatives of customers, manufacturers and roing stock owning groups as we as the Department for Transport, Transport Scotand, the Wesh Government, The Passenger Transport Executive Group and Transport for London. Under whichever structure the British raiway network has been organised, the aignment of passenger roing stock procurement with a) customer needs and expectations and b) the characteristics of the raiway infrastructure has aways been compex. The historica deveopment of the raiway saw different track and oading gauges, different patform heights and engths, different signaing systems, different braking systems, different types of eectrification, different engths of vehices, different poicies on maximum gradients (affecting train weights and speeds), different interior ayouts of roing stock, different operating practices, and so on and so forth. Whist, over the years, many attempts have been made to homogenise both roing and fixed assets, ony sedom since the origina construction of ines have the two been considered together; and amost never across the network as a whoe. This refects, in part, the differing ife expectancies of the various assets. As a resut, there exists a pethora of varying types of roing stock, to a degree incompatibe with each other, and often constrained to discrete parts of the network. This in turn has resuted in considerabe inefficiencies in roing stock procurement, as feets, recenty in particuar, have tended to be ordered in sma, bespoke batches. Extreme compexity, however, is no reason for inaction, inertia or quiescence. The need safey to drive inefficient costs out of the industry is paramount. This strategy concudes that, over the next two generations of new roing stock, potentiay hundreds of miions of pounds coud be saved. The concusions of this study are consistent with the findings of the recenty pubished Rai Vaue for Money Study by Sir Roy McNuty. The scae of the opportunity in this area is cear and we are keen to work with the rest of the industry to hep define the best way to reaise this opportunity. Together the industry needs to hep inform government decisions about what it wants from the raiway and, once specified, it needs the fexibiity to deiver these requirements in the most efficient way. To achieve this wi require the procurement of roing stock to be fuy aigned with panning the capabiity of the infrastructure across the entire network. Approaches which give ow priority to whoe-ife whoe-industry costs, to operationa fexibiity, or to the interface between whee and rai, are unikey to prove efficient. But it is aso critica that we expoit the potentia for innovation through fexibe industry processes. Going forward, we seek to work with our industry partners and, through engagement with the Rai Deivery Group, to take on the chaenge of driving out unnecessary cost from the panning of future roing stock, together with the infrastructure to accommodate it, to the utimate benefit of passenger and taxpayer aike. Pau Pummer Group Strategy Director 3

4 Executive summary Passenger roing stock costs are currenty in the order of 1.8 biion per year. This represents around 15 per cent of the annua costs of operating the raiway as a whoe. The Network Route Utiisation Strategy (RUS): Passenger Roing Stock document has taken a ong term view of future passenger roing stock and the infrastructure it operates over to estabish whether there is potentia to pan the raiway more efficienty. Other than the Freight RUS, which was estabished in 2007, the Network RUS is the ony RUS which covers the entire network. Its network-wide perspective, supported by a stakehoder group with network-wide expertise, enabes the deveopment of a consistent approach to issues which underpin the deveopment of the network. It is intended that the outputs of this strategy wi be used in subsequent industry panning and inform the approaches taken by franchise bidders and manufacturers in future procurements, thereby ensuring that the key issues wi be deat with consistenty. The Network RUS is overseen by a Stakehoder Management Group consisting of Network Rai, Department for Transport (DfT), Transport Scotand, the Wesh Government, Transport for London (TfL), the Passenger Transport Executive Group (PTEG), the Association of Train Operating Companies (ATOC), freight operating companies, Passenger Focus, London TraveWatch, the Roing Stock Companies (ROSCOs), the Rai Freight Group and the Freight Transport Association. The Office of Rai Reguation (ORR) attends the Stakehoder Management Group meetings as an observer. The Passenger Roing Stock workstream was deveoped by a Working Group consisting of Network Rai, ATOC, DfT, Transport Scotand, Passenger Focus, PTEG, ROSCOs, TfL and The Raiway Industry Association (RIA) (representing a number of train manufacturers), again with the ORR as observer. Despite the unique roe of the Network RUS in the RUS programme, the approach foowed is simiar to other RUSs by considering the current situation, drivers of change, gaps and options to address the gaps. It has considered stakehoder aspirations, incuding those who use, fund, procure, operate and buid roing stock. The passenger network is currenty operated by more than 12,000 vehices, divided into 64 different roing stock casses. There have been more than 5,000 new vehices introduced since 1996, and substantia new orders for ong distance high speed trains, Thamesink and Crossrai vehices are expected in the near future. A arge proportion of the feet, however, is consideraby oder. Historicay the raiway has considered commercia asset ife as a nomina 30 years for diese trains, and 35 years for eectric trains. In theory, over the next ten years a quarter of the feet woud need to be repaced on this basis. Recent technica research suggests that the ife of some roing stock can be extended consideraby. Where this is possibe, meets customer expectations and makes sense commerciay, ife extension of roing stock may be a better whoe ife cost soution than purchasing new roing stock in the short term. However, even if the ife of much of the stock were to be extended for five years, 12 per cent of the feet woud sti need to be repaced in that period. In addition, if the rai industry were to accommodate the forecast growth in usage, it woud require additiona vehices. Given that the cost of new vehices is reported to be up to 1.6 miion for a standard specification and approaching 2 miion for a higher specification, the search for better vaue for money soutions is an important and pressing one. The strategy concentrates on the opportunities for efficiencies which arise when purchasing new roing stock. It addresses the advantages of standardisation of both trains and infrastructure and the need for a whoe industry approach. It considers how panning the roing stock and infrastructure together can enabe the network to become more inter-operabe to enabe roing stock which serves a particuar market sector to go anywhere on the network it is required. 4

5 Network RUS Passenger Roing Stock September 2011 The key principes used to deveop the strategy are to: a) move towards a whoe industry whoe ife cost approach in which roing stock and infrastructure are panned together b) expoit the economies of scae in procurement wherever feasibe c) meet the needs of each market sector when ordering roing stock d) consider those infrastructure works needed to aow the roing stock to be inter-operabe within the market sector it serves e) consider the phasing of future roing stock procurement and infrastructure panning, incuding the potentia for extending the ife of existing vehices. The strategy is purposey kept at a high eve to identify the principes of what can be achieved. It avoids the detaied specification of trains, other than to identify the key needs of each market, highighting key economies of scae which hep to reduce production costs and those physica characteristics of the trains and infrastructure which enabe roing stock to be more inter-operabe across the network. It is anticipated that train operating companies woud pay a key roe in the detaied specification of trains, giving them the abiity to be innovative in the product that they bring to the market. Information provided by a number of train manufacturers through RIA, suggests that there are considerabe economies of scae to be had from reducing the variety of different roing stock designs. Based on this information, it is estimated that in the region of 75 miion or eight per cent of the average procurement cost is spent on nonrecurring costs incuding research and deveopment of bespoke roing stock. Whist a reduction in the number of train types is attractive in theory, it ony becomes attractive in practice if the train types procured match the needs of the market and can operate freey on the network where they are required. With this in mind, the RUS Working Group considered the passenger and operationa needs of the main market sectors and concuded that there was a need for five broad categories of train: Type 1 and Type 2: ong distance high speed with a tit variant Type 3: interurban and outer suburban Type 4: regiona and rura Type 5: inner suburban. 5

6 Executive Summary Passenger requirements were considered throughout. It was recognised that other catagories coud evove over time if passenger requirements change or if other types (such as tram train) are proven to be better vaue for money. The strategy then continues to identify the infrastructure works that are required to enabe inter-operabiity within a market sector. It ooks at where trains of each sector might be expected to operate. A map of the network is presented which shows that it is a compex picture with many ines being used by more than one market sector and by freight services. Having identified the routes on which the roing stock wi operate, it considers what gauge, patform ength, route avaiabiity and patform stepping distance issues woud need to be considered to ensure inter-operabiity. Freight gauges and eectrification cearances wi remain an important determinant of infrastructure gauge. This is because freight operates over much of the network and the eectrification strategy has estabished a case for further eectrification of the network. However, optimising passenger roing stock vehice dimensions wi aso need to be considered. The strategy recommends that procurers give further consideration to the high eve features of passenger vehices which woud meet the aspirations of each market sector and operate at a gauge which woud enabe inter-operabiity between routes. This woud enabe trains which serve a particuar market to go where required unimpeded by infrastructure constraints. The strategy takes the current procurement processes for the Intercity Express Programme (IEP), Thamesink and Crossrai as a given starting point and concentrates on the remainder of the network. It proposes that the rai industry deveops a series of standard kinematic enveopes from an understanding of both the passenger and train operator needs, as we as the infrastructure capabiity. It is proposed that the industry works together to produce a series of nationa passenger gauges buit around the recommended vehice engths. The anaysis in the strategy suggests that a 23 metre vehice coud be depoyed across a considerabe amount of the network with reativey ow costs for infrastructure interventions. It is envisaged that a 20 metre variant might be required for those parts of the network where a business case for 23 metre vehices coud not be made. Finay, the document considers the phasing of the strategy. The manufacturers represented by RIA suggest that up to 20 per cent of procurement costs coud have been saved between 1988 and 2010 if there had been continuity of orders. This woud impy that there woud be considerabe advantages to phasing the impementation to meet a smooth profie of orders. A competey smooth procurement profie, however, is unikey in practice because: budgets in any financia year wi be determined by affordabiity roing stock procurement often occurs in conjunction with other events such as franchise repacement or infrastructure upgrades such as Thamesink and Crossrai. In a commercia environment, there is inevitaby tension between the manufacturers aspirations of continuity of orders and procurers aspiration to maintain competitive tension between suppiers, to reduce costs. Each procurement arrangement wi be a commercia dea. Nonetheess, it is recommended that the cost savings of continuity of production are considered by procurers as part of this process. The strategy assumes that roing stock manufacturers wi compete for each contract and that the outcome might be that there is more than one suppier in each category. Provision of adequate roing stock is a key part of the bidding and operation of a franchise. Refranchising represents an important instrument for infuencing the feet size, timing and pattern of procuring future roing stock. It is therefore recommended that the benefits of panning roing stock and infrastructure together and the potentia economies of scae in roing stock procurement are considered at an eary stage in the refranchising process. Simiary they shoud be considered when panning major infrastructure enhancement programmes. The detaied requirements for the deveopment of the infrastructure wi be incuded in Network Rai s Route Specifications to ensure that they are considered in the detaied pans for the infrastructure. This strategy buids on the Network RUS: Eectrification strategy which identified those parts of the network which are appropriate candidates for future eectrification and, conversey, those which are unikey to be future candidates. It is recommended that opportunities for efficiencies in roing stock procurement or ife extension are considered aongside opportunities for eectrification and, where appropriate, the services are optimised to maximise the benefits. 6

7 Network RUS Passenger Roing Stock September 2011 It is further recommended that a cearance strategy is adopted whereby the gauging work required to accommodate trains of each type is carried out at the same time as other gauging or renewa activity on the route whenever the opportunity arises. As a guiding principe, a structure shoud ony be re-buit once. If the structure needs to be gauge ceared for freight or eectrification (in ine with the Strategic Freight Network or the Network RUS: Eectrification strategy), this work shoud be done at the same time, ensuring that the new design is consistent with a three strategies. 7

8 1. Background 1.1 Context Foowing the Rai Review in 2004 and the Raiways Act 2005, the Office of Rai Reguation (ORR) modified Network Rai s Licence in June 2005 (as further amended, in Apri 2009) to require the estabishment of Route Utiisation Strategies (RUSs) across the network. Simutaneousy, the ORR pubished guideines on RUSs. A RUS is defined in condition 1 of the revised icence, in respect of the network or part of the network, as a strategy which wi promote the route utiisation objective. The route utiisation objective is defined as: the efficient and effective use and deveopment of the capacity avaiabe, consistent with funding that is, or is ikey to become, avaiabe. Extract from ORR Guideines on Route Utiisation Strategies, Apri 2009 The ORR Guideines expain how Network Rai shoud consider the position of the raiway funding authorities, their statements, key outputs and any options they woud wish to see tested. Such strategies shoud: enabe Network Rai and persons providing services reating to raiways to better pan their businesses, and funders better pan their activities. Extract from ORR Guideines on Route Utiisation Strategies, Apri 2009 The process is designed to be incusive. Joint working is encouraged between industry parties, who share ownership of each RUS through its industry Stakehoder Management Group. RUSs occupy a particuar pace in the panning activity for the rai industry. They use avaiabe input from Government Poicy documents such as the Department for Transport s Rai White Papers and Rai Technica Strategy, the Waes Rai Panning Assessment, and Transport Scotand s pubication, Scotand s Raiways. The recommendations of a RUS and the evidence of reationships and dependencies reveaed in the work to reach them in turn form an input to decisions made by industry funders and suppiers on issues such as franchise specifications, investment pans or the High Leve Output Specifications (HLOS). Network Rai wi take account of the recommendations from RUSs when carrying out its activities and the ORR wi take account of estabished RUSs when exercising its functions. 1.2 Document structure This document starts by describing, in Chapter 2, the roe of the Network RUS in the RUS programme. It describes the scope of the Network RUS: Passenger Roing Stock incuding the key issues which it wi consider and the time horizon which it addresses. It outines the poicy context and the reationship between the RUS and reated poicy issues which are being considered concurrenty by our funders. Chapter 3 presents the baseine for this study. It describes the current passenger roing stock feet, the market sectors which they serve and the needs of passengers. In Chapter 4 the drivers for change are set out, and in Chapter 5 the gaps reating to passenger roing stock and the infrastructure are described. Chapter 6 outines the options which were proposed by the RUS Working Group to bridge the gaps identified. Chapter 7 describes the responses to the consutation and Chapter 8 outines the strategy. Finay, Chapter 9 describes the next steps that wi be undertaken foowing the pubication of the document. 8

9 2. Scope and panning context 2.1 The roe of the Network RUS within the RUS programme Other than the Freight Route Utiisation Strategy (RUS) which was estabished in May 2007, the Network RUS is the ony RUS which covers the entire network. Its network-wide perspective supported by a stakehoder group with network-wide expertise enabes the deveopment of a consistent approach on a number of key strategic issues which underpin the future deveopment of the network. The unique nature of the Network RUS, the broad range of its stakehoders and its inevitabe interface with other key strategic workstreams make it somewhat different from the geographica RUSs. As a resut, the Network RUS team has deveoped a meeting structure, industry consutation and programme to ensure that it too produces key, timey and thoroughy consuted deiverabes. There are currenty five Working Groups of the Network RUS, some of which have aready been pubished and been estabished with the ORR: Working Group 1 Scenarios and ong distance forecasts (pubished and estabished) Working Group 2 Stations (pubished August 2011) Working Group 3 Passenger roing stock and depots Working Group 4 Eectrification (pubished and estabished) Working Group 5 Aternative soutions to efficienty deivering passenger demand (work commenced 2010). 2.2 Network-wide perspective The Network RUS enabes strategies to be deveoped by the industry, its funders, users and suppiers which are underpinned by a network wide perspective of rai panning. The deveopment of such strategies, which wi be used in subsequent industry panning, thereby ensure that key issues are deat with consistenty throughout the RUS programme. It enabes strategies to be deveoped which by their very nature cross RUS boundaries (eg the deveopment of future roing stock famiies and eectrification) or benefit from the deveopment of strategies for best practice for different sectors of the raiway. 2.3 Organisation: Stakehoder Management Group and Working Group In common with a other RUSs, the Network RUS is overseen by a Stakehoder Management Group (SMG). The SMG is chaired by Network Rai. It draws its members from: Association of Train Operating Companies (ATOC) Department for Transport (DfT) Freight Operating Companies Freight Transport Association London TraveWatch Passenger Focus Passenger Transport Executive Group (PTEG) Rai Freight Group Roing Stock Companies (ROSCOs) Transport for London (TfL) Transport Scotand Wesh Government Office of Rai Reguation (ORR) in the capacity of observer. The majority of the work and detaied stakehoder consutation, however, is carried out within Working Groups which have been formed to steer each of the Network RUS workstreams. The Working Groups manage each workstream as if it were a mini RUS. The groups vary in size but are a sma enough to ensure effective eves of engagement between the participants. However, given that each is composed of individuas with reevant expertise or strategic ocus for the specific mini RUS subject matter, they pay an important roe in recommending a strategy for endorsement by the SMG. The SMG is the endorsement body for the outputs of the individua workstreams. Its agenda concentrates on key decisions from endorsement of the Working Group remits to approva of key documents and utimatey the resuting strategy. If the SMG has comments or questions on papers, these woud be referred back to the Working Group which contains each of the SMG organisations speciaist representatives. 9

10 2. Scope and panning context 2.4 Network RUS workstreams The first meeting of the SMG identified those eements of strategy which it wished to incude in the Network RUS. A Working Group was formed to take forward each chosen eement of strategy. The Passenger Roing Stock Working Group consists of members of the foowing organisations: ATOC DfT Network Rai Passenger Focus PTEG Raiway Industry Association (RIA) ROSCOs TfL Transport Scotand Wesh Government ORR (in the capacity of observer). 2.5 Time horizon The Network RUS takes a thirty year perspective to be consistent with the ong term views of transport panning taken by UK Governments in their recent strategy documents, notaby the DfT s Rai White Paper (2007) and Transport Scotand s Strategic Transport Project Review (2008). 2.6 Panning context The DfT pubished its Deivering a sustainabe raiway White Paper in Juy It provided a vision for the next 30 years for rai panning in Engand and Waes. Over this period, it envisaged a doubing of passenger numbers and of freight transported by rai. It envisaged a raiway which woud expand to meet the increased demand, reduce its environmenta impact, and meet increasing customer expectations, whist at the same time continuing to improve its cost efficiency. The White Paper stated the case for future roing stock investments and suggested that a feet with an average age of 15 years created the right baance between customer and environmenta considerations. It said that: Investment in new roing stock is an important part of improving the customer environment. The DfT s Rai Technica Strategy was produced to accompany the White Paper. The document brings together a ong-term vision of the raiway which optimises the use of existing technoogy and predicts the impact of new technoogy. The Rai Technica Strategy identifies a number of ong term themes for change: optimised track-train interface high reiabiity, high capacity simpe, fexibe, precise contro system optimised traction power and energy an integrated view of safety, security and heath improved passenger focus rationaisation and standardisation of assets differentiated technica principas and standards. The most directy reevant theme to this strategy is the optimisation of the network. This highights that the raiway is mutifunctiona and is required to serve the passenger market sectors as we as freight. The Rai Technica Strategy envisages a network that can be considered in the foowing segments: a mutifunctiona core which is capabe of carrying any kind of traffic a suburban metro raiway, which is optimised to provide high capacity a regiona raiway, which is optimised for ower cost. A number of other themes, however, are reevant, notaby the optimisation of the track-train interface theme which makes reference to a vision of ight but strong roing stock and the high reiabiity, high capacity theme. The Rai Technica Strategy expresses that customer needs and expectations wi change substantiay over a 30 year period. It says: what is accepted now in terms of service quaity is unikey to be acceptabe in thirty years. Extract from the DFT Rai Technica Strategy, 2007 The Rai Technica Strategy asserts that the average passenger wi change. They wi become taer, wider and oder than now. The future of the raiway sees a transport sector that needs to accommodate high demand. Extract from Deivering a Sustainabe Raiway White Paper,

11 Network RUS Passenger Roing Stock September Scope of the Network RUS: Passenger Roing Stock Strategy The strategy takes a ong term view of future passenger roing stock and the infrastructure it wi operate over to estabish whether there may be potentia to pan the raiway more efficienty. Its deveopment has considered stakehoder aspirations, incuding those who fund, procure, operate and buid the roing stock. The strategy seeks to enhance the understanding of the issues regarding roing stock passenger needs and the infrastructure required to accommodate them. It presents a high eve strategy but, given the uncertainties about affordabiity and on-going discussions around franchising reform, it does not give a detaied picture of impementation. Specific aims agreed by the SMG were: to determine the baseine which wi incude the characteristics and disposition of roing stock that currenty operates on the network. The baseine wi incude maps showing the routes on which existing roing stock (suitaby grouped) currenty runs to deveop an understanding of the generic passenger requirements reating to roing stock according to different market sectors (eg ong distance and suburban) to use the evoving Strategic Freight Network Strategy to understand synergies with the requirements for freight to identify the drivers of change that impact upon passenger roing stock design and usage across the network. These drivers may arise from changes in the passenger needs of each market sector and a combination of operationa, environmenta (eg carbon), egisative, infrastructure and technoogy driven requirements. It wi aso take cognisance of the estabished Network RUS eectrification strategy to identify options for roing stock and infrastructure, in ight of the possibe technica and environmenta issues faced by the rai industry to evauate future roing stock / infrastructure options using a whoe industry, whoe ife cost approach to identify a onger term roing stock and reated infrastructure specification for each route. A case study wi initiay be used to test and refine the methodoogy. The business case wi be evauated against a base of do-nothing, and appraised according to current DfT guideines. A preiminary evauation of schemes wi estabish a priority ist for appraisa. As mentioned in Chapter 1, the RUS outcome wi hep inform the Department for Transport (DfT) and Transport Scotand s High Leve Output specifications. This strategy takes into account reevant findings from a number of on-going workstreams, notaby the DfT s Technica Strategy Leadership Group (TSLG), and the on-going technica and strategic thinking underying the deveopment of a new Intercity Express train have been recognised. 11

12 3. Baseine 3.1 Current vehices over the network In Great Britain, most passenger roing stock is owned by Roing Stock Companies (ROSCOs) and eased to passenger Train Operating Companies (TOCs). Passenger roing stock fas into three broad types: ocomotive haued vehices, eectric mutipe units (EMUs) and diese mutipe units (DMUs). Mutipe unit sets are sef-contained for power, with a driving position at each end. Within each of these types there are individua casses, typicay manufactured over a period of one to four years. Units within a cass share characteristics of vehice ength, traction arrangements and door position. It is possibe to coupe together units of the same cass, and in some cases units of different casses can coupe with each other, in order to create a onger train under the contro of one driver. The size and disposition of the roing stock feet varies over time, with the withdrawa of oder vehices, and the introduction of new vehices. The aocation of vehices within and between TOCs aso changes over time. The baseining information presented here provides a snapshot at December It incudes vehices eased by TOCs, as we as vehices which are potentiay useabe and in store Passenger roing stock feet size As of December 2010, the tota roing stock feet comprised over 12,100 passenger carrying vehices, made up of approximatey 1,200 ocomotive haued vehices, 8,000 vehices in eectric mutipe units and 2,900 vehices in diese mutipe units. The predominant type of vehice is the EMU, which makes up about 66 per cent of the feet, with DMUs comprising about 23 per cent and ocomotive haued vehices about 10 per cent. The number of passenger vehices, and, in the case of mutipe units, the number of units, in each cass, are shown in Tabes 3.1, 3.2 & 3.3. Tabe 3.1 Passenger ocomotive haued vehices Cass Number of coaches Mk2 coach (night stock) 22 Mk3 coach High Speed Train (HST) excuding Cass 43 power cars 716 Mk3 coach excuding Driving Van Traiers (DVT) 178 Mk3 coach (night stock) 61 Mk4 coach excuding Cass 91 power cars and DVTs 271 Tota 1,248 12

13 Network RUS Passenger Roing Stock September 2011 Tabe 3.2 Diese mutipe units Cass Number of vehices Vehices per unit Number of units Tota 2,892 1,152 13

14 3. Baseine Tabe 3.3 Eectric mutipe units Cass Number of vehices Vehices per unit Number of units Tota 8,046 2,009 14

15 Network RUS Passenger Roing Stock September Vehice characteristics There are a number of characteristics which distinguish the various casses of roing stock in operation on the network. These incude maximum speed, number of vehices which operate in formation, seating capacity, vehice weight, vehice ength, couping compatabiity and operationa fexibiity. Appendix A detais the passenger roing stock feet characteristics Maximum speed The maximum speed at which the various casses of existing roing stock operate is often ower than their maximum capabiity because of restrictions imposed by infrastructure. In the case of ocomotive haued stock, the maximum speed is dependent upon the capabiity of the ocomotive power and the brake force of the coaches. Roing stock currenty fas into three categories of speed. There are a few casses with a maximum speed of 70mph, such as the Cass 314 and Cass 378, which are usuay, athough not excusivey, depoyed on services where sustained running at higher speeds is precuded either by the stopping pattern or by ine speed constraints. Roing stock with a maximum speed of 75mph typicay operates on inner suburban, rura and shorter distance regiona services. Approximatey 40 per cent of DMUs and 32 per cent of EMUs are in this category. A significant number of vehices run at a maximum speed of 90mph or 100mph. Casses in this range are generay depoyed on services with onger distances between stops, and over routes where the maximum ine speed is higher. This is typicay on outer suburban, regiona or interurban services. This is the predominant category for mutipe units which comprise approximatey 42 per cent of DMUs and 62 per cent of EMUs. The fastest roing stock currenty on the GB domestic network has a maximum operating speed of 125mph, or a design speed of 140mph in the case of Mk 4 and Cass 390 vehices. However, existing infrastructure constraints precude running at more than 125mph on routes other than High Speed 1 (HS1). The fastest roing stock is generay depoyed on inter city type services, athough extensions to these services run beyond the core ong distance high speed routes. Most daytime ocomotive haued roing stock fas into this category. The proportion of DMUs and EMUs (by vehice) in the highest speed category is approximatey 20 per cent and 7 per cent respectivey Number of vehices per train Diese mutipe unit formations are up to nine cars in ength, with the majority of DMUs formed as two-car units, refecting the ower eves of traffic of the routes on which they operate. There are singe car units which operate on routes with very ow traffic, and three, four, five and seven-car units which operate on onger distance services with higher oadings. The majority of EMUs are formed as four-car units. Certain casses have onger formations. The current ongest are up to nine-car. However, some Cass 390s are currenty being engthened to increase formations to 11-car. The minimum ength of an EMU which draws its current from the third rai is two-cars. Even if the demand on such an eectrified ine were ow enough to require no more than a singe vehice, it woud not be practica to use a singe car unit uness it had an auxiiary power source. A singe vehice woud be short enough to be in danger of stopping in a position where none of its shoes were in contact with the conductor rai, and therefore woud be unabe to move. In the case of EMUs which draw current from the overhead ine, the minimum ength currenty operated is three cars (athough there have been two-car units in the past) which refects the demand typicay seen on such routes Seating capacity The seating capacity of an individua unit wi depend on the ength of the vehice, the door position, the interior design of the roing stock, the density of seating and the use of space within the vehice whie providing for other customer requirements, such as uggage space, guard s office, catering provision and toiets. The capacity can vary significanty between individua units or vehices in a cass, because of differences in interior ayout, and can often be changed during the ifetime of the vehice. The interior ayout wi be infuenced by the type of journey for which the train is used. Longer distance services generay have a medium density of seating, with higher densities for shorter distance services. Some roing stock used on inner suburban services has a higher proportion of space for standing passengers. 15

16 3. Baseine Figure 3.1 Weight comparison of some EMU and DMU vehices procured in the UK since 1976 Eectric vehices Diese vehices 2.4 Cass Cass 395 Weight (tonnes/meter) Cass 91 Mk4 Cass 220 Cass 390 Cass HST Year of introduction Vehice weight Vehice weight is infuenced by design, the materias used in its construction and the provision of on-board faciities such as air conditioning and retention tank toiet systems. Figure 3.1 shows that the tendency has been for the vehice weight to increase over time, refecting features such as additiona on-board equipment and increased crash worthiness requirements. The greater weight affects the operating cost of the trains, as we as tending to increase wear and tear on tracks. Recent roing stock specifications have attempted to reverse this trend of increasing vehice weight. For exampe, the invitations to tender for the Thamesink roing stock programme and Intercity Express Programme (IEP) set weight targets Vehice ength With the exception of Pacer DMUs (Casses 142 to 144) whose vehices are approximatey 15 metres in ength, roing stock has a vehice ength of approximatey 20 metre or 23 metre. The majority of DMUs are 23 metres ong with the exception of the Cass 150 vehices which are 20 metre ong. Vehices of Casses 323, 332, 380, 390, 442 and 444 vehices are 23 metre ong, other EMU vehices are 20 metre ong. Daytime ocomotive haued stock vehices in reguar service are 23 metre ong. There has been more recent consideration by the Department for Transport (DfT) toward the introduction of a 26 metre vehice suitabe for ong distance high speed services Couping compatibiity for mutipe unit working A feature of mutipe unit operation is that the ength of trains can be increased by couping individua units together if there is sufficient demand to justify it. Units can be couped with other units of the same cass and in some cases with units of different casses. Even in cases where vehices can mechanicay coupe together this does not necessariy mean that they can operate in passenger service as this requires compatibiity between the train contro systems. In genera the abiity to coupe with other units of different casses is greater with oder casses of unit than in those produced since privatisation of the raiway began in This very desirabe requirement has ony been partiay achieved on more recent feets; the most notabe success woud be the Cass 170 feet which can operate with the 15X feets. 16

17 Network RUS Passenger Roing Stock September 2011 Tabe 3.4 shows which casses of units can run in mutipe with each other and identifies the couper type used. Within each group any pair of casses can coupe together, however on occasions there is some minor oss of train functionaity due to different train contro systems. It is cear from the tabe that severa types of coupers are in use, most proprietary couping systems are generay not mechanicay capabe of couping with each other. In situations where it is desirabe to coupe vehices with different coupers, such as during rescue, adapters are used. Note that there are three casses of DMU and eight casses of EMU that cannot coupe to any other cass. The incompatibiity issues are discussed further in Chapter 5. Tabe 3.4 Mutipe unit compatibiity and couper types DMUs EMUs Casses within group Coupers within group Casses within group Coupers within group 14X, 15X, 158, 159 BSI 313, 319 Tightock 172, 170, 15X BSI 314, 315, 317, 318, 319, 320, 321, 322, 323, 365 Tightock 165, 166, 168 BSI 332 Scharfenberg 171 Dener 333 Scharfenberg 175, 180 Scharfenberg 334 Tightock 185 Dener 350, 360 Dener 220, 221 Dener 357 Tightock 222 Dener 375, 376, 377, 378 Dener 395 Scharfenberg 442 Buckeye 444, 450 Dener 455, 456 Tightock 458 Scharfenberg 460 Scharfenberg 465, 466 Tightock 507, 508 Tightock Operationa fexibiity The operationa fexibiity of the feet is dependant upon a number of factors incuding vehice/network compatibiity and whether the roing stock is suitabe for the market sector needs. To operate on a route the vehice and network need to be compatibe in key areas such as gauging, power suppy and the stepping distance between the train and patform. A number of vehices currenty operating on the network have been designed specificay to work on particuar routes, for exampe the Cass 390 which is depoyed on the West Coast Main Line where its titing abiity enabes it to operate at higher speeds over the route which has many curves. 17

18 3. Baseine 3.2 Current market sectors and how they are served The diversity of roing stock currenty operated is best understood by considering the market sector they serve. A usefu cassification is the definition of market sectors used in the 2007 Rai White Paper, namey: ong distance high speed interurban regiona outer suburban inner suburban rura. These can a be defined by the services which are offered to the passenger. Some routes are used by services from severa market sectors. The utimate destinations and the intermediate station stops wi often define the service cassification Long distance high speed The ong distance high speed market sector is distinguishabe by the service requirements in that they operate over the ongest distances, have a greater distance between stops and trave at high speed. A typica ong distance high speed route woud be London to Edinburgh or London to Manchester. Vehices that serve the ong distance high speed sector typicay need to accommodate high numbers of seated passengers and offer a choice between standard and first cass accommodation. Long distance high speed vehices are the ongest vehices within the current feet and typicay operate at 125mph Interurban The interurban market sector accounts for medium distance routes between regiona centres. A typica route of the interurban sector woud be Birmingham New Street to Liverpoo Lime Street via Crewe or Gasgow Queen Street to Edinburgh Waverey via Fakirk High. The vehices that serve the interurban sector are required to cover the ong distances efficienty whist offering a high eve of passenger comfort. The typica operationa speed of vehices operating interurban services is 100mph Regiona The routes served by the regiona sector are midde distance a typica route being the Backpoo North to York or Inverness to Aberdeen service. The regiona sector services are often ower frequency at around one train per hour or ess. Vehices that serve the regiona routes cover the intermediate distances efficienty and offer a high capacity of passenger seating. The operationa speed of vehices that operate within this sector is typicay 100mph Outer suburban A typica outer suburban route is from London Wateroo to Basingstoke. The vehices that serve this sector need to be abe to cover the distances efficienty, meaning that they need to be capabe of good acceeration and braking performance with an operationa speed of up to 100mph. The high speed profie of the outer suburban vehices is to ensure that the vehice keeps up with traffic on main ine sections. Doors need to aow arge numbers of passengers to board and aight quicky Inner suburban The inner suburban sector operates over routes that serve densey popuated areas. The services cater for high passenger numbers traveing over short distances. A typica inner suburban route woud be Moorgate to Wewyn Garden City or Gasgow Centra to Nieston. Due to the frequent stopping pattern of these services vehices are required to have high acceeration and braking performance whist the spacing of stops means that a top speed of 75 mph woud normay be adequate. Large numbers of passengers need to board and aight efficienty in order to reduce the dwe time. This infuences the door, vestibue and the interior design of the vehice which typicay need to accommodate a arge proportion of standing passengers over short journeys Rura The rura sector serves a variety of routes that incude short branch ines of a few mies, such as Truro to Famouth Docks, and onger distances ike Morecambe to Leeds. In Scotand the Far North Line operates rura services from Inverness to Wick and Thurso. Athough the passenger journeys of some rura services may not be ong distance, an appropriate eve of comfort is expected. The interior ayout may vary and it may not be necessary for the vehice to have mutipe doors. The top speed of the vehice is typicay 75mph as some services are required to use main ines, athough on branch ines the speed is ikey to be ower. Most rura routes are not eectrified so the vehices which operate on these services are typicay sef powered. 3.3 Market sector needs of roing stock The roing stock needs of each market sector vary because of the service and passenger requirements. Tabe 3.5 outines the indicative passenger market sector needs. The ong distance high speed and interurban market sectors require a vehice that can seat many passengers and trave at high speeds whereas vehices which serve the inner suburban routes are required to carry high passenger numbers over reativey short distances and need passengers to board and aight efficienty. The outer suburban and regiona routes require a vehice that can operate efficienty over midde distances and offer the passenger a high eve of comfort. The rura routes tend to serve fewer passengers than the other market sectors, athough the distances are variabe, and as such the vehices need to offer a eve of comfort for a range of journey types. 18

19 Network RUS Passenger Roing Stock September 2011 Tabe 3.5 Indicative roing stock requirements by market sector Market Requirement Long distance high speed/ Interurban Outer suburban/ Regiona Inner suburban Rura Design and interior features Seating capacity High High Low Medium Standing capacity Low Medium High Medium Train ength/number of carriages Premium service required? Long Long/medium Medium Medium/short Yes Desirabe Not essentia Not essentia Toiet faciities Required Required Not essentia Desirabe Designated uggage space Air conditioning/ heating Safety/security Seating type Seating ayout On-board information At-seat accessories Grab rais/poes/ handes Wheechair and buggy space(s) Nappy-changing faciities Under/between seats, uggage racks, overhead sheving Under/between seats, uggage racks, overhead sheving None Yes Yes Yes Yes Under/between seats, uggage racks, overhead sheving A emergency and security equipment shoud be provided as standard. CCTV is desired for a market types. Staff presence may aso be required on some services Comfortabe, soft padding, ergonomic shape Airine seating, tabe seats/drop-down tabes Basic, durabe, easy to cean Airine seating, tabe seats/drop-down tabes Basic, durabe, easy to cean Fexibe (seats, perch and tip-up seats) Passenger information dispays and automatic announcements Wi-fi, at seat ighting, power outets, magazine racks, adjustabe binds Wi-fi, at seat ighting, power outets, magazine racks, adjustabe binds None Yes Yes Increased number of grab rais/poes/ handes Accessibiity features Yes Yes Yes Yes Basic, durabe, easy to cean Fexibe None Yes No Desirabe Priority seating Yes Yes Yes Yes Service characteristics Service frequency Medium High High Medium/ow Frequency of stops Low Medium High Medium Passenger access/ egress speed Minimise dwe time Traction power AC or sef powered AC, DC or sef powered Operationa speed range Minimise dwe time, increase space surrounding doors AC or DC or sef powered Yes Minimise dwe time AC, DC or sef powered mph mph 70 90mph 70 90mph 19

20 3. Baseine Determining roing stock aocation Commercia agreements with vehice owners need to be reached before roing stock is used. Franchising, market sector requirements and cost pay a part in the aocation of roing stock to services for each market sector. Factors such as physica characteristics and the interface between the roing stock and the infrastructure come into pay. These factors wi be discussed further in Chapter 6. Franchise renewa provides an opportunity for the introduction of new or cascaded roing stock (roing stock transfer between routes) as we as the reintroduction into service of existing roing stock previousy hed in store, if it represents vaue for money. In the past franchise agreements have specified the services and routes of a franchise incuding an overview of the roing stock avaiabe for the specific franchise Vehice cascade The introduction of new vehices may trigger the dispacement of incumbent roing stock for the reuse on other services within the operating area, or to another franchise esewhere on the network. Initia cascades may aso trigger a second dispacement of roing stock to other franchises. So far, most cascades have provided ony one interation of roing stock dispacement. Figure 3.2 gives a graphica representation of the cascade process. New feet Introduction: When new vehices are introduced they can dispace existing feet and trigger the movement of the existing feet either whoy or party. For exampe, new Cass 378 trains on London Overground made Cass 313s surpus to requirement. These vehices were then re-depoyed to Southern for its Coastway service and to First Capita Connect to provide extra capacity on urban metro services into Moorgate. Franchise obigation: There may be a franchise obigation to renew or repace the roing stock. This coud be to provide extra capacity for growth on certain routes, either providing additiona vehices or route extension where the same feet is required to be extended in service to additiona routes on the network. Changes in demand: Timetabing requirements sometimes ead to a change in demand for roing stock and as a resut roing stock is transferred from one franchise to another to satisfy the changes in demand. Short-term oan and return: A short-term need is sometimes addressed by the hire of roing stock on the understanding that the roing stock wi be returned. Figure 3.2 Feet cascade Franchise A Franchise B Franchise C Feet Y Feet Y Feet Z Second dispacement Feet Z Feet Z Feet W First dispacement Feet W Feet T Feet W New feet N Source: Competition Commission report Apri

21 Network RUS Passenger Roing Stock September 2011 This is often caused by other cascades taking pace. For exampe Cass 321s were used in 2007 to suppement the c2c feet whie Eectrostars were being modified and tested for regenerative braking capabiity, and London Midand has oaned Cass 153 vehices to Northern Rai to strengthen their feet. Swaps: In some instances one TOC has exchanged roing stock with another. Swaps typicay occur because aternate roing stock may meet the operationa requirements or a particuar route better. These transactions may invove new ease agreements between the reevant TOCs and ROSCOs. Figure 3.3 summarises the types of cascades that have taken pace between 1998 and 2008 as detaied in the Competition Commission report anaysis. It shows the reasons for movements of roing stock by number of vehices and percentage of tota. This ceary shows that the vast majority of cascades (70 per cent) are first dispacements (ie one stage cascades). The next cosest is subsequent dispacement at 12 per cent Commercia ife of roing stock The main factors which infuence the commercia ife of roing stock are: externa events physica condition market considerations changes to attributes of infrastructure. Under each of these eements there are a number of trigger events that woud require some consideration. These events, possibe responses to them and the extent to which they might infuence the commercia ife of roing stock are discussed in turn. Figure 3.3 Feet cascade types First dispacement Subsequent dispacement Swap Short-term oan and return Changes in demand 6% (90) 4% (65) 8% (113) 12% (177) 70% (1,052) Source: Competition Commission report Apri

22 3. Baseine Externa events Externa events incude changes in the market, the introduction of new egisation and changes to whoe ife cost which may make it increasingy attractive to run eectric traction rather than diese services on eectrified ines. Tabe 3.6 shows the principa factors and their potentia effect on the commercia ife of roing stock. Tabe 3.6 Externa Events which effect the commercia ife of vehices Factor Trigger Possibe responses Market size or composition Legisation Whoe ife cost Downturn in demand in a market segment or ine cosure Growth demand in market segment faster than can be accommodated by buiding new A characteristic of the vehice ceases to be compiant with egisation Significant increase in cost of diese or biofues Withdraw, redepoy or store vehices Life extend vehices/ redepoy Modify (where possibe), seek derogation or withdraw Refit with fue efficient engines (where possibe) or withdraw Considerations which affect the degree to which factor infuences vehice ife Woud address in the onger term by adjusting new buid, coud ead to the eary withdrawa of the odest vehices Woud address in the onger term by adjusting new buid, coud ead to ife extension of the odest vehices Date of trigger is fixed once egisation is enacted (uness derogation obtained) Size of differentia in fue cost, and extent of eectrification, wi infuence vehice ife foregone Physica condition of vehices The physica condition of a vehice is an important determinant of its commercia ife, as it wi infuence the cost with which the vehice can be kept in a suitabe state for continued service. Tabe 3.7 shows the principa factors and their potentia effect on the commercia ife of roing stock. Tabe 3.7 The impact that vehice condition has on roing stock commercia ife Factor Trigger Possibe responses Bodyshe condition Bogie/whee set condition Engine/traction motor condition (for motored vehices) Bodyshe becomes weak /corroded to extent that integrity is ost Bogies or whee sets worn /corroded beyond repair Maintenance cost increases and /or reiabiity/avaiabiity fas to unacceptabe eve Withdraw vehice Repace bogies/whee sets or withdraw vehice Repace or heavy overhau or withdraw vehice Considerations which affect the degree to which factor infuences vehice ife Fundamenta determinant of commercia ife Bogies can be reused on compatibe vehices, so ikey to affect vehice ife ony if remaining ife is short Engines can be repaced, in some cases the traction motors reused on compatibe vehices, but at a significant cost Technica obsoescence Computer systems controing operation of vehice or signaing/train interface can no onger be supported Repace systems or withdraw vehice Depends on extent to which moduar design aows straightforward repacement/reuse of the systems Traction package obsoescence Traction package becomes difficut/ impossibe to maintain Repace package or withdraw vehice Traction package can be repaced, so ikey to affect vehice ife ony if remaining ife is short 22

23 Network RUS Passenger Roing Stock September 2011 Market considerations Market considerations wi aso infuence the commercia ife. The extent to which the condition and performance of vehice is suitabe for the markets it serves may diminish with the age of the vehice, particuary when set against rising passenger expectations. Utimatey, the commercia ife of a vehice wi be determined by how we it serves its market, ongoing ease and operationa costs. Tabe 3.8 shows the principa factors which may impact upon demand and consequenty affect the commercia ife of roing stock Tabe 3.8 Impact of market considerations on the commercia ife of roing stock Factor Trigger Possibe responses Passenger experience Journey time Vehice interior Overa passenger experience deemed no onger acceptabe Market growth/market review requiring faster roing stock Vehice interior becomes tired ess attractive to market Withdraw vehice Cascade or withdraw vehice Cascade vehice or interior refit/refresh/refurbish/ reuphoster Heavy interior cean Considerations which affect the degree to which factor infuences vehice ife Poorest quaity vehices generay on ow revenue routes, so it is difficut to make the business case for repacement on this factor aone Provided mechanisms exist for sensibe cascade, this is ikey to ony infuence the vehice ife among the odest in the feet Range of responses is sufficienty wide that the response is ikey to be driven by remaining ife of vehice (as determined by other factors), rather than affecting vehice ife Changes to attributes of the infrastructure Changes to attributes of the infrastructure wi potentiay affect the suitabiity of certain casses of roing stock for the infrastructure, which in turn may aso infuence the commercia ife of the vehices. Tabe 3.9 shows the principa factors and their potentia effect on the commercia ife of roing stock. Tabe 3.9 Changes to attributes of the infrastructure Factor Trigger Possibe responses Speed Performance characteristics Vehice or axe weight In Cab signaing (ERTMS) Line speed (or differentia ine speed) increase aowing faster roing stock Capacity constraint requires trains of simiar characteristics on congested route Change in use/asset condition requires ight weight (or ow axe weight) vehices Provision of ERTMS on route Cascade or withdraw vehice Modify, cascade or withdraw vehice Cascade or withdraw vehice Modify, cascade or withdraw vehice Considerations which affect the degree to which factor infuences vehice ife Significant infrastructure upgrades shoud be panned in conjunction with roing stock repacement pans The primary effect of these factors is ikey to be on vehice depoyment (provided mechanisms exist for sensibe cascade) but coud affect vehice ife at the margin Significant infrastructure upgrades shoud be panned in conjunction with roing stock repacement pans 3.4 Routes which serve each market sector The maps in Figures 3.4, 3.5, 3.6, 3.7, 3.8 and 3.9 show the routes which constitute each market sector. The maps iustrate that whist some routes are reativey simpe and serve ony one market sector, the majority are compex and serve mutipe market sectors and as such a variety of roing stock types operates over them. 23

24 3. Baseine Figure 3.4 Long distance high speed services (indicative) Thurso Wick Long distance high speed services Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-Upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Preston Bradford Backburn Leeds Hu Liverpoo Wigan Huddersfied Manchester Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Coventry Rugby Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon LONDON Chemsford Cacton Southend Cardiff Bath Reading Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance 24

25 Network RUS Passenger Roing Stock September 2011 Figure 3.5 Interurban services (indicative) Thurso Wick Interurban services Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Backpoo Preston Skipton Bradford Backburn Leeds York Hu Liverpoo Wigan Huddersfied Manchester Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Baenau Chester Wrexham Crewe Chesterfied Stoke on Trent Retford Newark Boston Skegness Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon LONDON Chemsford Cacton Southend Cardiff Bath Reading Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance 25

26 3. Baseine Figure 3.6 Inner suburban services (indicative) Thurso Wick Inner suburban services Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Bradford Leeds Hu Preston Backburn Liverpoo Wigan Manchester Huddersfied Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon Chemsford Cacton Southend Cardiff Bath Reading LONDON Bristo Ramsgate Basingstoke Maidstone Westbury Ashford Barnstape Taunton Saisbury Guidford Redhi Tonbridge Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance 26

27 Network RUS Passenger Roing Stock September 2011 Figure 3.7 Outer suburban services (indicative) Thurso Wick Outer suburban services Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Preston Bradford Backburn Huddersfied Leeds Hu Hoyhead Liverpoo Landudno Wigan Manchester Warrington Sheffied Doncaster Grimsby Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon LONDON Chemsford Cacton Southend Cardiff Bath Reading Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance 27

28 28 3. Baseine Goucester Miford Haven Fishguard Harbour Chetenham Swindon Oxford Ayesbury Kings Lynn Nottingham Peterborough Stafford Hoyhead Liverpoo Landudno Backburn Backpoo Windermere Barrow Whitby Darington Scarborough Northaerton Middesbrough Carise Newcaste Hartepoo Sunderand Stranraer Whitehaven Workington Kye of Lochash Inverness Maaig Oban Berwick-upon-Tweed Dundee Edinburgh Paignton Weymouth Tonbridge Ipswich Exeter Taunton LONDON Hastings Brighton Cambridge Ashford Stevenage Ramsgate Southend Redhi Swansea Carmarthen Pwhei Shrewsbury Newport Chester Baenau Ffestiniog Bangor Crewe Fort Wiiam Ayr Gasgow Kimarnock Carstairs Thurso Wick Aberdeen Hereford Perth Lowestoft Skegness Kettering Leicester Nuneaton Newark Ey Cromer Northampton Warrington Woverhampton Stoke on Trent Sheffied Derby Wrexham Birmingham Worcester Leamington Coventry Bedford Banbury Rugby Grimsby Chesterfied Leeds Hu Bradford York Harrogate Skipton Feixstowe Cochester Grantham Cacton Chemsford Aberystwyth Southampton Barnstape Saisbury Penzance Truro Pymouth Bristo Westbury Reading Guidford Maidstone Cardiff Bath Boston Retford Doncaster Morecambe Huddersfied Manchester Preston Wigan Lancaster Great Yarmouth Dover Eastbourne Huntingdon Norwich Basingstoke Miton Keynes Didcot Figure 3.8 Regiona services (indicative) Regiona services

29 Network RUS Passenger Roing Stock September 2011 Figure 3.9 Rura services (indicative) Thurso Wick Rura services Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Preston Bradford Backburn Huddersfied Leeds Hu Liverpoo Wigan Manchester Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon LONDON Chemsford Cacton Southend Cardiff Bath Reading Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance 29

30 3. Baseine 3.5 Current infrastructure committed pans During Network Rai s Contro Period 4 ( ) a number of infrastructure enhancement schemes wi deiver capacity improvements. These incude roing stock integration and route enhancement work Thamesink Programme The Thamesink Programme incudes substantia remodeing of the London Bridge corridor as we as other enhancements to the outer areas, such as the provision of patform extensions, power suppy upgrades, route cearance works and additiona stabing faciities. The Thamesink programme has phased deivery over three key outputs. One was competed in March 2009, the other two are due for competion in December 2011 and December 2018 respectivey. New roing stock is expected to be introduced on Thamesink services from 2015, as indicated in the London and South East RUS Intercity Express Programme On 1st March 2011, the Government announced that it has decided to resume the Intercity Express Programme procurement. The first of the new trains are expected in service on Great Western Main Line (GWML) in 2016 and the East Coast Main Line by The Intercity Express Programme has been ed by the Department for Transport, with assistance from across the rai industry, since November The Programme seeks to repace the Intercity 125 High Speed Train diese feet procured by British Rai during the 1970s and 1980s with a new, higher capacity, more environmentay friendy train. The programme wi see the buiding of a substantia number of eectric and bi-mode (diese and eectric) ong distance trains which wi run to GWML stations incuding Oxford, Swindon, Reading, Cardiff Centra, Swansea, Bath and Bristo Tempe Meads and to East Coast Main Line stations such as Peterborough, York, Doncaster, Newcaste, Edinburgh Waverey, Aberdeen and Inverness. 30

31 Network RUS Passenger Roing Stock September Eectrification There is an eectrification programme in the North West of Engand and on the GWML. On 1st March 2011 the Government announced that the Great Western eement of the programme woud be extended westwards to Bristo Tempe Meads and Cardiff Centra. Figure 3.10 shows the current eectrified routes, committed schemes and the core schemes in the Network RUS: Eectrification strategy Crossrai The Crossrai project aims to deiver infrastructure enhancements to enabe operation of 24 trains per hour from centra London to destinations such as Heathrow Airport, West Drayton and Maidenhead in the west and Abbey Wood and Shenfied in the east initiay. The scope of works incude: construction of subsurface raiway infrastructure under centra London with a tunneed extension to Dockands via Canary Wharf patform extensions for stations from Maidenhead to Abbey Wood and Shenfied to cater for 200 metre ong eectric trains enhancements to the existing infrastructure the deveopment of appropriate depot maintenance faciities. There are pans to order a feet of new trains of 200 metres in ength Train engthening programme A train engthening programme wi aow the operation of onger trains on key routes within the south east of Engand. The programme of enhancements wi provide the foowing capabiity: 10-car capabiity on certain suburban services on the Wessex route into London Wateroo 10-car capabiity on certain suburban services on the Sussex route into London Victoria 10-car capabiity on certain suburban services on the Sussex route into London Bridge 12-car operation on the Sussex route from East Grinstead into London Victoria and London Bridge 12-car capabiity on certain Kent route suburban services into London Charing Cross and Cannon Street 12-car capabiity on the Angia route (Tibury Loop and Ockendon Branch) into London Fenchurch Street 12-car capabiity on the certain West Angia services on the Angia route into London Liverpoo Street. The capabiity changes wi be deivered to different timescaes across Contro Period 4. Longer services wi be possibe on or before the December 2013 timetabe change date Edinburgh to Gasgow Improvement Programme The Edinburgh Gasgow Improvement Programme consists of a series of improvements, incuding eectrification, between Scotand s two argest cities and the wider centra Scotand corridor. Work is schedued to be competed by The improvements are designed to support the communities, environment and economy of the region. The project wi provide an immediate boost to the oca economy during construction, but more importanty wi stimuate ong-term growth and unock investment opportunities in the area. The project is panned to deiver a faster and more frequent service between Edinburgh Waverey and Gasgow Queen Street aong with new or increased service opportunities. Investment is panned at Haymarket station to improve the current faciities and concourse, as we as providing an interchange with the forthcoming Edinburgh tram. 31

32 3. Baseine Figure 3.10 Engand and Waes core Eectrification Strategy and Scotand schemes Currenty eectrified routes AC DC Committed schemes Inverness Committed schemes in Engand and Waes Scotand: EGIP Future schemes Aberdeen Engand and Waes: other schemes in the core strategy Fort Wiiam Scotand: other proposed schemes Perth Dundee Stiring Gasgow Edinburgh Kimarnock Ayr Stranraer Newcaste Carise Middesbrough Windermere Scarborough Barrow York Backpoo Preston Bradford Leeds Hu Hoyhead Liverpoo Landudno Manchester Sheffied Doncaster Grimsby Chester Wrexham Crewe Newark Lincon Derby Nottingham Shrewsbury Kings Lynn Norwich Leicester Peterborough Birmingham Rugby Coventry Ey Fishguard Harbour Hereford Worcester Banbury Bedford Cambridge Ipswich Cochester Feixstowe Swansea Chetenham Oxford Ayesbury Cacton Cardiff Bristo Swindon Reading Newbury LONDON Southend Ramsgate Basingstoke Redhi Ashford Saisbury Southampton Hastings Exeter Brighton Pymouth Paignton Weymouth Penzance 32

33 Network RUS Passenger Roing Stock September Current roing stock costs Roing stock costs can be broken down into initia costs and operationa costs. The costs of roing stock vary according to the cass of vehice; however, the costs associated with an eectric vehice are distincty ower than that of an equivaent diese vehice Procurement & easing costs Athough the procurement of new roing stock is an infrequent event, the costs invoved are considerabe. Figure 3.11 shows the past procurement of DMU and EMU passenger vehices in Great Britain. The graph highights that there has not been a consistent pattern of procurement. There were very few orders paced between 1994 and 1997 around the time which the industry was privatised. The principa drivers of ack of continuity have actuay been: initia privatisation of the raiway the Mk 1 withdrawa deadine imposed by Government government decisions to bunde IEP and Thamesink procurements short franchises periods, forcing new train procurement and refurbishment to be done in a great rush eary in the franchise. The procurement costs of roing stock is dependant on a number of factors, particuary, the vehice cass and traction type. Externa factors such as exchange and funding rates aso have an infuence. Figure 3.11 Passenger roing stock orders between 1988 and No. Vehices Year Source: Rai Industry Association (2010) 33

34 3. Baseine The cost of roing stock has varied consideraby in recent years. Figure 3.12 shows that between 1998 and 2007 there were 4,648 vehices ordered with an average cost per vehice was approximatey 1.1m (Source: Competition Commission). However, this was some years ago, and infation and exchange rate changes wi have had an effect. Sir Roy McNuty s vaue for money study suggested a range per vehice of 1m 1.4m, whie the vehice easing companies have suggested that m for standard vehices but approaching 2.0m for high specification vehices is currenty more reaistic. Since privatisation, the ROSCOs and others have financed new roing stock. The DfT and operators have been invoved in the procurement and specification of vehices to meet the aspirations of the High Leve Output Specification (HLOS). The tota easing and maintenance costs of roing stock can generay be considered as approximatey 15 per cent of the tota industry costs at around 1.8bn. Tabe 3.10 estimates the typica operationa costs of a diese and eectric vehice. Costs wi vary by the cass of unit, but, on average the costs of operating an eectric is consideraby ess than that of a diese vehice Maintenance costs Roing stock maintenance costs are dependent upon a number of factors such as the cass, traction type and age of vehice. Eectric vehices have a ower maintenance cost than diese vehices. The frequency of maintenance is ower for eectric vehices, and this in turn gives higher vehice avaiabiity ie the ratio of the number of vehices avaiabe to operate the service to the tota number of vehices in the feet. This is discussed further in the estabished Network RUS: Eectrification strategy. Figure 3.12 Average price per vehice (nomina) by year of order since privatisation ( ) 1,400,000 1,200,000 1,000, , , , , Year of order Source: Competition Commission report Apri 2009 Tabe 3.10 Typica operationa costs of diese and eectric passenger vehices (Source: ATOC) Typica vaue for diese vehice Typica vaue for eectric vehice Maintenance cost per vehice mie 60 pence 40 pence Capita ease cost per vehice per annum 110,000 90,000 34

35 4. Drivers of change This chapter outines those factors which coud potentiay drive a change in the industry s approach to a strategy for new roing stock on the network, given the objectives of the industry s stakehoders. The predominant drivers are reated to the objectives of; the need to provide a raiway that is vaue for money; deivering the raiway more efficienty; maintaining and improving the industry s environmenta credentias; and taking advantage of technoogica deveopments. 4.1 The need to provide vaue for money and minimise whoe industry whoe ife costs The cost of running the British rai network is currenty estimated to be 10.9 biion per annum, of which approximatey 4.8 biion is funded through subsidy. The rai industry, Department for Transport (DfT), Transport Scotand and the Wesh Government are united in an objective of obtaining vaue for money and minimising these costs. Roing stock procurement and operation costs are substantia. Between 1998 and 2007 approximatey 4.6 biion was spent on the procurement of new vehices 1. As such a arge cost item, reductions in the costs of roing stock have the potentia to make a substantia impact on the overa costs of the raiway. A number of manufacturers of roing stock vehices have indicated that the cost of roing stock coud be substantiay reduced if arger orders of a consistent vehice type were procured over a period of time. Simiary, a number of manufacturers have stated that the roing stock suppied to Britain in the past has often been of a bespoke design which contributes towards a higher unit price than woud be the case if there were repeat orders of the same design. There woud inevitaby be certain design considerations which woud be specific to Britain, such as the vehice size which differs from that produced for gauges in Europe. Nonetheess, manufacturers beieve that efficiencies coud be obtained from using design patforms which comprise standardised equipment. The operationa raiway is a compex system where many interfaces exist between roing stock and the infrastructure over which it is required to operate. Historicay the nationa rai network was deveoped in various stages and as a resut there are variations across the network in eectrification, gauge and patform engths. The variation of the network has, in part, contributed to the introduction of the many different roing stock types in operation today. Each type has a different amount of network coverage. Given the variations across the network, it is important that roing stock and the infrastructure are panned together to ensure vehice and network compatibiity in meeting passengers needs. Roing stock which is panned to serve a whoe market sector rather than a route coud enabe both whoe ife cost savings and enhanced operationa fexibiity of a feet. Operating vehices which cause ess wear and tear to the infrastructure wi not ony incur ess operating costs (ower track access charges) but wi aso mean that there is a reduced requirement to undertake maintenance or renewa of the track asset, increasing the avaiabiity and reiabiity of the network. This aso increases the capacity of the network by reducing the amount of time that the network is unavaiabe due to maintenance activities. 4.2 Increased eectrification of the raiway The estabished Network RUS: Eectrification Strategy was pubished in October The DfT has announced that it is prepared to fund substantia eements of the core strategy which incuded eectrification of the Great Western Main Line from London Paddington to Cardiff Centra, Bristo Tempe Meads, Newbury and Oxford and eectrification of key routes in northwest Engand. Transport Scotand is progressing with additiona eectrification between Edinburgh Wavery and Gasgow Queen Street and has incuded more extensive eectrification pans in their Strategic Transport Project Review. The extent of further network eectrification wi ceary have a bearing on the number of eectric vehices and sef powered vehices within a feet. If the eectrified network is increased further, then the proportion of the feet which needs to be sef powered wi be reduced, enabing the industry to expoit the cost advantages that eectric vehices offer over diese powered vehices. In the next few years many of the diese powered vehices on the network wi approach ife expiry, triggering decisions about their repacement. As the cost of diese fue rises, the advantages of eectrification become 1 Competition Commission, Roing Stock Leasing Investigation, Juy

36 4. Drivers of Change more apparent. Eectrification of the network brings benefit to freight operating companies in that they aso can operate eectric ocomotives over a wider range of trunk routes. Whist eectrification is an efficient soution for many ines, the Network RUS Eectrification strategy recognised that many routes are unikey to have a business case which woud be sufficienty strong to justify investment in conventiona eectrification infrastructure. On these routes sef powered modes, or cheaper aternatives to conventiona eectrification may warrant further investigation. 4.3 An increased need for operationa fexibiity As funders and operators strive to bring down the costs of the raiway, it is becoming increasingy important to identify efficiencies that might arise from optimising operationa fexibiity. Roing stock feets which are ceared for operating widey on the network aow much more fexibiity than those with a narrow coverage. Such increased operationa fexibiity coud be efficient for Train Operating Companies (TOCs), the Roing Stock Companies (ROSCOs) and other investors that suppy the vehices and utimatey passengers benefit from more operationay fexibe vehices where the increased vehice coverage of routes aows operators to offer new services. The TOCs woud benefit by having a vehice feet that is ess diverse and more interoperabe, ogisticay easier to manage aowing them to respond to demand more easiy. Lessors woud benefit by having vehices which are more easiy cascadabe which reduces their commercia risk, thereby potentiay maintaining their residua vaue. Cascading vehices which are operationay fexibe becomes inherenty easier as their compatibiity with the network and with other vehices becomes ess of a constraining factor. 4.4 Opportunities to expoit technica improvements Modern roing stock can offer improved operationa performance which can hep address customer aspirations. Recent advances in roing stock design have seen improvements in vehice acceeration and braking capabiity, improved operating performance, and, potentiay, opportunities to improve the utiisation of network capacity. Technoogica advances have aso improved reiabiity as better quaity of components and sub-systems enabe vehices to operate with fewer faiures. The use of standard components and design patforms by manufacturers has meant that some design features and sub-systems are utiised in greater numbers, eradicating anomaies. The design of the interior fitting of roing stock can aso expoit technoogica advances to meet passenger requirements. For exampe, carriages are increasingy fitted with passenger power suppy sockets, wifi, modern toiets, air-conditioning, customer information screens and disabed passenger access. 36

37 Network RUS Passenger Roing Stock September 2011 New technoogies wi bring significant changes to the way in which future roing stock operates. Technoogies to reduce noise, emissions and carbon are a in deveopment. Designers are considering battery powered units, fue ce engines and innovative ways to eectrify routes where infrastructure probems have previousy precuded this on the grounds of cost. Future roing stock and infrastructure coud be based upon more open architecture with standard interfaces and a moduar approach to design with pug and pay equipment to reduce train and infrastructure costs. 4.5 The need to repace ageing roing stock Over the next 10 to 15 years, a significant proportion of the passenger roing stock currenty operating on the network wi be at east 30 to 35 years od, the age traditionay regarded within the industry at which a vehice approaches the end of its commercia ife and wi require repacement or ife extension. A number of factors determine when a vehice needs to be repaced and, conversey, whether its commercia ife can be extended. These incude: technica there wi be a need to understanding whether a vehice ife can be extended technicay. If it can then there wi be a need to evauate whether it makes sense commerciay economic the operationa and maintenance costs associated with a vehice may make it ess competitive than that of new, more modern roing stock. The current condition of the vehice may be such that it requires a high amount of investment in order to ife extend it for a onger period of time. Any decision to extend the commercia ife of a vehice invoves a consideration of the reative vaue of deferring the repacement expenditure against the additiona costs associated with extending its ife operationa the abiity of the roing stock to serve a particuar market sector in terms of the operationa coverage needs to be considered maintenance the maintenance costs associated with oder vehices vary but can be higher or ower than some new vehices. The avaiabiity of spares and the obsoescence of parts needs to be considered performance a vehices need to contribute to service performance targets; if a vehice is to be ife extended, technoogy upgrades may be necessary. However this may require the use of bespoke sub-systems which can be high in cost passenger aspirations the needs and aspirations of passengers in any market sector change over time. The aspirations may be met by repacement vehices or by refitting existing vehices. Vehice ife extension programmes require part of the feet to be unavaiabe at any given time. Repacement vehices may need to be used or services compromised for a period. 4.6 Growth in passenger demand The industry is currenty preparing ong term pans for pubication in an Initia Industry Pan (IIP) in September It is forecasting that the growth in demand resuting from expected economic growth and popuation changes wi be in the order of 80 per cent by This excudes additiona growth which woud be stimuated by further improvements to the raiway, which coud be significant. The repacement of existing roing stock on a ike for ike basis woud not accommodate this growth. The expected growth, in passenger kiometre by sector, is summarised in Tabe 4.1. Athough some spare capacity exists on the network at present (and assuming that average passenger journey engths remain constant), the industry wi require additiona vehices to accommodate this growth. The procurement of new roing stock needs to be considered against the future passenger growth estimates. Tabe 4.1 Summary of ong term passenger growth Market Passenger km growth to 2034 Average rate per year London commuter 40% 1.3% Long distance 68% 2.0% Regiona urban commuter 104% 2.8% London other 90% 2.5% Regiona urban other 116% 3.0% Rura 90% 2.5% Source: Panning Ahead 2010 (RFOA, ATOC & Network Rai) 37

38 4. Drivers of Change 4.7 Environmenta concerns The environmenta chaenges that the UK faces are considerabe, and the raiway must continuay consider ways to improve its performance. The Government has set a genera target of reducing carbon dioxide emissions by 80 per cent by Whist rai currenty produces ess carbon per passenger kiometre than its main competitor, the private motor vehice, it wi nonetheess need to ensure that it innovates to maintain that position. Other transport modes wi undoubtedy face simiar chaenges in meeting improvement targets. However, as the asset ife of, say, a motor vehice is shorter than that of roing stock, so the impementation of new technoogy may be faster in these other modes. The procurement of new and more modern roing stock can offer benefits of reduced emissions by addressing technica and operationa changes: technica changes: new roing stock can weigh ess, have improved aerodynamics, reduce traction system osses, use regenerative braking, improve space utiisation and improve passenger comfort operationa changes: modern roing stock designs can offer increased oad factors and efficient driving strategies. The extension of the eectrified network wi bring an opportunity to repace diese vehices with more environmentay friendy eectric vehices. Life extension of existing vehices coud we incude more modern traction packages. In overa terms, rai s carbon emissions are reativey ow, with rai responsibe for ess than one per cent of tota Great Britain s carbon emissions. Increasing numbers of passenger and freight services, combined with the introduction of heavier and higher performance trains, has resuted in modest increases in rai carbon emissions over the past decade. However, rai s carbon efficiency measured in terms of the amount of carbon emitted per passenger or tonne transported remains good. In addition, the net impact of increasing rai activity on carbon emissions must take account of moda shift, where passengers and goods trave by rai instead of road or air. If a strong moda shift can be demonstrated, then additiona rai activity coud ead to a net reduction in carbon emissions. However, it is cear to the Government that rai must improve its carbon efficiency in order to maintain its environmenta advantage over other modes and to reduce its operating costs. The rai industry has aso recognised the importance of improving its environmenta performance to its onger term success. 4.8 Legisation A number of pieces of forthcoming egisation wi infuence the roing stock choices that are made by the industry. New vehices which are brought onto the network must be compiant with current egisation Accessibiity Rai Vehice Accessibiity Reguations (RVAR) have appied to a new rai vehices entering service in Great Britain since 31 December They standardised accessibiity requirements to meet the needs of disabed passengers incuding, for exampe, provision for wheechair users, the size and ocation of handrais, handhods and contro devices as we as the provision of passenger information systems and other equipment. However, on 1 Juy 2008, a new European standard for the accessibiity of passenger rai vehices, the Technica Specification for Interoperabiity for Persons with Reduced Mobiity (PRM TSI) came into force. The PRM TSI appies to a trains used on the interoperabe rai system, which comprises the major ines of the mainine rai system in Britain. It aso covers the accessibiity of raiway stations and reated infrastructure. 46 per cent of the nationa heavy rai feet has been buit to modern access standards, as at March As we as new rai vehices, the PRM TSI aso appies to oder rai vehices (those introduced prior to 1999) when they undergo refurbishment. Specific United Kingdom (UK) aw requires that a rai vehices, both heavy and ight rai, must be accessibe by no ater than 1 January Interoperabiity Interoperabiity is a European initiative aimed at improving the competitive position of the rai sector with other transport modes, and in particuar with road transport. The Government expects interoperabiity to benefit the UK by: deivering economies of scae in the cost of components and equipment through the singe market providing a consistent and simpe pan-european approvas system for putting raiway assets into service reducing, to the extent that it wi be possibe for the UK, the barriers to the through operation of trains throughout Europe. 38

39 Network RUS Passenger Roing Stock September 2011 Interoperabiity wi grow by the progressive adoption of technica standards as the rai system is renewed or upgraded, and new assets are buit. It can be effectivey achieved or buit into enhancements ony when a raiway asset is at the design and buid stages of its ifecyce. This is why the reguations are directed at new buid and at major work during the ife of the asset which presents opportunities to increase standardisation. The rai industry needs to engage with the Raiways (Interoperabiity) Reguations 2006 whenever it is embarking on a project for new buid, or upgrade or renewa of existing assets. The reguations estabish a framework and set standards within which that project must be carried out. They do not require the industry to undertake work purey for the purpose of deivering interoperabiity. The DfT is working with the raiway industry to ensure that the UK Interoperabiity Impementation Pan wi add commercia and technica vaue to the UK Non-Road Mobie Machinery Directive The Non-Road Mobie Machinery (NRMM) European Directive reguates exhaust emissions from non-road machinery engines, incuding those powering diese roing stock. NRMM sets engine exhaust emissions imits for new engines for nonroad appications, incuding rai. This wi require increasingy stringent standards for new engines, incuding new repacement engines which may be a driver of change for repacement of sef-powered roing stock Management of noise EU Directive 2002/49/EC on the management of environmenta noise requires member states to produce noise maps and action pans for major transport infrastructures incuding raiways. The directive requires raiway operators to consider noise impacts when drawing up action pans regarding infrastructure. By 2013 Member States must ensure that a authorities have drawn up action pans for a major raiways in their territories. In order to adhere to the directive, the Government pubished the Noise Poicy Statement for Engand (March 2010). It seeks to fufi the directive s requirements. It is expected that raiway ines carrying more than 80 trains each way per day wi have to adhere to the directive. As yet it is uncear as to how this wi directy impact upon existing roing stock and when panning for new roing stock. 39

40 5. Gaps 5.1 Introduction This chapter outines the key gaps which can be identified between today s raiway and a future raiway and which, if bridged, coud expoit benefits derived from the drivers of change identified in Chapter 4. The gap types are: Type A: Roing stock repacement Type B: Panning infrastructure and roing stock together Type C: Operationa fexibiity Type D: Legisation. Initia discussions with stakehoders suggested that it may be possibe to generate cost savings in the procurement of new roing stock. Network Rai therefore sought advice from the Raiway Industry Association (RIA), to understand how costs accrue in the manufacturing and procurement process. RIA represents UK-based raiway suppiers, and its roing stock manufacturing members are Bombardier Transportation, Astom and Siemens. Three specific questions were asked: how does the ength of passenger roing stock vehices affect cost? what is the variation in vehice cost with order voume? what is the cost of discontinuous roing stock procurement? The evidence provided by RIA in response to these questions has enabed a bottom up deveopment of the potentia to generate cost savings by addressing the gaps identified. This evidence is pertinent to severa of these gaps and is therefore presented at appropriate junctures within this chapter. In addition to this evidence the Working Group has undertaken extensive consutation with industry stakehoders to gain an improved understanding of the cost of providing new roing stock and of the interdependencies between the business modes of train buiders (and their suppiers) and the activities of key industry organisations such as Government, essors, Train Operating Companies (TOCs) and Network Rai. 5.2 Type A: Roing stock repacement Type A gaps are those where there is a requirement to repace ageing roing stock or procure new roing stock to accommodate growth. This may present an opportunity to procure future roing stock in a more cost efficient manner. Four gaps have been identified which reate to roing stock repacement, they are: Gap A1: Insufficient roing stock to meet future growth Gap A2: Better aignment of roing stock repacement to match market sector needs Gap A3: Economies of scae Gap A4: Continuity of procurement. Each gap has been expained in turn Gap A1: Insufficient roing stock to meet future growth By 2034, tota nationa passenger demand is forecast to grow by approximatey 80 per cent. This increase is expected to be stimuated by growth in empoyment, popuation and the economy. Beyond this background growth, significant additiona growth may be stimuated by further improvements in rai services and other drivers of change, such as the increasing cost of private motoring. Accommodating this growth presents a chaenge to the industry. Capacity aready exists to accommodate some of this growth during off-peak periods, and to a esser extent during the peak periods by increasing roing stock seating density or more efficient resource aocation. However, in the medium to ong term, significant additiona capacity wi be needed, requiring the procurement of additiona passenger roing stock to run onger and more frequent services. Figure 5.1 shows a scenario of the current feet, with approximatey 12,100 vehices being withdrawn from service over time as they reach the end of their theoretica commercia ife. The profie excudes orders for the Intercity Express Programme (IEP), Thamesink and Crossrai. The commercia ife of roing stock tends to be 30 years for diese vehices and 35 years for eectric vehices and coaching stock. However, there are some vehices within the current feet which wi be operationa beyond this. On the basis of this assumption, by 2030 over haf of the current feet wi require 40

41 Network RUS Passenger Roing Stock September 2011 repacement, athough it shoud be noted that roing stock is often operated beyond this asset ife with investment in ife extensions and refreshes. As discussed in Chapter 3, the cost of procuring roing stock is high. Affordabiity pays a major part in any roing stock procurement decisions that are made. If roing stock costs remain high there may be a trend to consider aternative soutions or forgo the procurement of new vehices. Tabe 5.1 detais the feet size spit by market sector and the average annua requirement for new vehices based on a) no growth and b) a 1.25 per cent per annum increase in roing stock, which is consistent with the onger term view of demand growth underpinning the Initia Industry Pan. New vehices may in some instances have ess capacity than the vehices which they repace. This is because of changing egisative requirements, such as the provision of accessibe toiets and crumpe zones, and changing passenger expectations about faciities, which reduce the avaiabe space. The impact on capacity shoud be considered on an order-by-order basis. Excuding these considerations, the forecast growth and the predicted remova from service of some of the current feet, shows that given a nomina ife for each vehice of years, there coud be a need to procure over 8,000 vehices in the next twenty years aone. Figure 5.1 Scenario of ife expiry of the existing UK passenger roing stock feet 14,000 12,000 Existing vehices with asset ife remaining 10,000 8,000 6,000 4,000 2, Tabe 5.1 Annua vehice repacement at seected growth rates and ife expiry scenario Market sector Average annua vehice repacement at seected annua traffic growth rates Repacement due to ife expiry ony, no traffic growth (new vehices per year ) Repacement due to ife expiry pus additiona vehices to accommodate ong-term traffic growth at 1.25% (new vehices per year ) Long distance high speed Interurban Regiona Outer suburban Inner suburban Rura

42 5. Gaps Gap A2: Better aignment of roing stock repacement to match market sector needs As discussed in Chapter 3, each of the market sectors has different requirements of the roing stock which serves them. Currenty there are broad types of roing stock serving the six market sectors. It is important that the needs of the market sectors are considered when new roing stock is procured in order for the vehices to remain fit for purpose over the duration of their ife. There are three principa risks that may mean that, over time, the characteristics of roing stock become inappropriate for the market sector it serves. The first of these is where demand for trave to and from a certain station grows rapidy, for exampe introducing more than one market sector onto the same route. The second is where existing roing stock is redepoyed to an aternative route foowing a deivery of new trains. Thirdy, market sectors can change over time as passengers preferences change and their perception of roing stock varies accordingy. The Government s 2007 Rai White Paper described a future where passengers woud be more affuent and there woud be a high demand for rai to accommodate passengers traveing over greater distances. In the deveopment of a market sector, new roing stock can be introduced or existing vehices may be overhaued in order to become up-to-date with passenger requirements. Roing stock overhau may invove new interior ayouts being fitted as we as other technoogica advancements. Gaps woud occur if passenger market sector needs are not been identified before roing stock is introduced Gap A3: Economies of scae A significant amount of non-recurring cost investment, such as research and deveopment, is required to produce a new type of roing stock. This work is typicay unique to each roing stock feet and there are few synergies between the research and deveopment activities undertaken for different types of roing stock. It is estimated by RIA that the cost of this work is, rarey ess than 10 miion, even for repeat orders of trains, and can reach as much as 100 miion for substantiay or competey new train specifications. As discussed in Chapter 3, there are broad types of roing stock in use over the network, each with a set of bespoke major components and associated research and deveopment costs. Whist some eements of the design are common to roing stock produced for the goba market, much of the design is bespoke. As a resut, Great Britain has not been abe to expoit potentia economies of scae in roing stock production. Information provided by RIA suggests that reduction in the number of variants, and an increase in the number of vehices of each variant, woud reduce both the one-off research and deveopment share of the tota cost per vehice and the average cost per vehice. This reduction in costs woud occur at a diminishing margina rate with the additiona tota cost saving reducing as the number of vehices per variant increases. Gaps may exist where, for whatever reason, the economies of scae when procuring new roing stock have not been expoited. High start up cost of production and sma feets of bespoke roing stock designs increase the overa cost of roing stock Gap A4: Continuity of procurement of roing stock As discussed in Chapter 3, in recent years the number of new vehices ordered has not been consistent year on year. Figure 3.11 within Chapter 3 shows the number of new vehices ordered each year in Great Britain since 1988 unti Over this period procurement of new roing stock has been panned around repacement of feets upon ife expiry, such as the depoyment of Cass 220/1 vehices on the Cross Country franchise in 2001/02 and the Cass 390 roing stock on the West Coast Main Line (WCML) in This has ed to a stop/ start pattern of orders. A arge bespoke order to repace a feet has tended to be preceded or foowed by severa years with ower numbers of orders. Lengthy gaps between orders have meant that once an order has been competed, train buiders and their suppiers have taken a view that it is not aways commerciay viabe to maintain the eve of productive capacity that is required to meet simiary sized future orders of the same design. The resut of this is that a new roing stock order usuay invoves mobiisation of productive capacity from scratch. This requires procurement of industria hardware, production ine set up and staff recruitment in both train buiders and their suppiers prior to the start of work. This often eads to redundancy and asset wastage once the order has been competed. RIA has consuted with some of the vehice manufacturers and has estimated that this increases the cost of buiding roing stock for the British market by approximatey 20 per cent over what woud have been possibe against a scenario of continuous production. This figure is excusive of any costs incurred in the bid process. Gaps have been identified where the discontinuous procurement of new trains increases the cost of manufacturing. 42

43 Network RUS Passenger Roing Stock September Type B: Panning infrastructure and roing stock together to reduce whoe industry, whoe ife costs Type B gaps are those which reate to the panning of the infrastructure and roing stock together, which if optimised coud potentiay offer future cost efficiencies in roing stock procurement for the raiway. There are many interfaces that exist between the roing stock and the infrastructure which it operates over. These interfaces affect both the operationa performance of a vehice as we as the experience which the passenger has. The network gauge, for exampe, affects where a vehice operates. The patform/vehice interface can affect passenger access as areas of the network are subject to variation of the patform position. Four gaps have been identified which reate to panning the infrastructure and roing stock together, they are: Gap B1: Infrastructure not aways panned for future vehice designs Gap B2: Vehice ength Gap B3: Vehice and network gauge Gap B4: Patform/train interface. Each gap has been expained in turn Gap B1: Infrastructure not aways panned for future vehice designs Structures such as bridges, tunnes and patforms, tend to have a onger asset ife than other components of the raiway system. Many bridges, tunnes and viaducts, on the network are typicay over 150 years od and have seen itte change since they were first constructed. This means that some of the odest structures on the network have potentiay seen at east five generations of roing stock. Figure 5.2 shows the typica asset ife of some of the raiway system components. However, there is considerabe variation of asset ife of the same types of structures depending on a variety of factors incuding construction materia. Roing stock tends to have a much shorter asset ife than the major structura components of the raiway. In the past, it has been accepted that new vehices woud be introduced to match the existing capabiity of the routes for which the roing stock is to be depoyed. The routes which serve the market sectors are often diverse in nature and the infrastructure is often variabe in its physica capabiities. This situation has ed to the deveopment of roing stock which is designed to operate over a particuar route and not widey depoyabe across simiar routes within the same market sector. More recenty, new raiways such as High Speed 1 (HS1), and reopened raiways such as the route between Airdrie and Bathgate, have been designed with both future roing stock and infrastructure in mind. Figure 5.2 Typica raiway asset ife Teecoms 8 Signas 30 Roing stock 35 Assets Track Eectrification & Pant Power 60 Buidings 80 Structures (inc Bridges, Tunnes etc) Number of years 43

44 5. Gaps Gap B2: Vehice ength A gap has been identified where cost efficiencies coud potentiay be made if vehice engths are optimised to achieve the owest capita cost train configurations. RIA has identified that the costs of train manufacturing can be broady divided into two categories: costs which rise in proportion to the ength of the vehice bodyshe, seats etc costs which do not have a direct dependency upon ength of the vehice bogies, cabs, air conditioning etc. RIA has stated that athough the second category of costs are not directy reated to ength, they are not fixed costs. The optimum choice of bogie design or air conditioning arrangement etc is not generay the same for vehices of a differing ength, even if the vehice is intended for the same kind of service. RIA has estimated that the cost of manufacturing the foowing vehices varies proportionay according to ength: a 23 metre vehice is between approximatey 8 per cent and 12 per cent more expensive than a 20 metre vehice a 26 metre vehice is between approximatey 15 per cent and 25 per cent more expensive than a 20 metre vehice. It is important to emphasise that a other factors affecting costs (ie those not reating directy to the vehice configuration) are excuded 2 from the figures above. Athough onger vehices are more expensive than their shorter equivaents, there are some instances where the overa train costs using onger vehices for the equivaent seating capacity is ess expensive. For exampe: a 10 x 23 metre train is between approximatey 7 per cent and 12 per cent ess expensive to produce than a 12 x 20 metre train a 9 x 26 metre train is between approximatey 6 per cent and 14 per cent ess expensive to produce than a 12 x 20 metre train. In other words the cost saving through a reduction in the number of vehices per train (and the associated number of expensive components), is greater than the tota increase in cost per vehice. Gaps have been identified where efficiencies coud be made in the future procurement of roing stock by using fewer but onger vehices deivering the equivaent seating capacity. This gap woud need to be considered aong with the infrastructure costs associated with the introduction of onger vehices Gap B3: Vehice and network gauge Gaps exist where vehices within the feet cannot be used across a routes serving the same market sector due to mismatches between the vehice and network gauge. Many routes have a variety of oading gauges dependent on the type of structures which are present on them. There are variations throughout the network, generay arising from the buiding practices of the Victorian train companies. In London and the south east, for exampe, there are areas which have a smaer network gauge than esewhere in the UK due to the structures and the nature of the curved track which brings particuar chaenges at patforms and tunnes. There is a wide range in the costs and compexity of atering the structures that imit a routes gauging capabiity. Generay the most compex structures are viaducts, over-bridges and tunnes. Patforms, crossings and ine-side equipment are in most cases ess expensive to ater. The network gauge pays a key part in determining how extensivey vehices are used across the UK network. The network gauge needs to be considered aong with the dimensions of roing stock in order to understand if a vehice is compatibe with a particuar route. In addition, factors such as the vehices dynamic performance need to be understood as this can further increase the space required between the vehices and the structures. This is caed a vehices kinematic enveope. Subte differences in vehice design can impact upon their interface with the network. Figure 5.3 iustrates the coverage of the Mk 2 coach, which is a 20 metre ong vehice designed to be abe to go-anywhere on the network. The bue ines show where it is currenty ceared to operate as identified within the Nationa Eectronic Sectiona Appendix (NESA), the red ines show areas of the network where there are some gauge infringements and the green ines denote where the vehice is not ceared to operate but may be abe to as there are no gauge infringements. Figure 5.4 maps the equivaent coverage of the Cass 166, the high proportion of red ines shows that there are a higher number of gauge infringements. Gaps have been identified where variations in vehice and network gauge inhibit vehice coverage of the routes. 2 Specificay this incudes commercia considerations and the one-off costs that appy to feets, not to individua vehices (such as design, deveopment and approvas costs). The one-off cost factors were expored within Gap A3: Economies of scae. 44

45 Network RUS Passenger Roing Stock September 2011 Figure 5.3 Routes with structures with fou or specia reduced cearances to a Mk 2 vehice Thurso Wick Ceared to operate as described in the Nationa Eectronic Sectiona Appendix Not ceared to operate - no gauge infringement Not ceared to operate - areas of gauge infringement Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Preston Bradford Backburn Huddersfied Leeds Hu Liverpoo Wigan Manchester Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon LONDON Chemsford Cacton Southend Cardiff Bath Reading Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance Source: Rai Safety Standards Board (RSSB), Report T787, September

46 5. Gaps Figure 5.4 Routes with structures with fou or specia reduced cearances to a Cass 166 vehice Thurso Wick Ceared to operate as described in the Nationa Eectronic Sectiona Appendix Not ceared to operate - no gauge infringement Not ceared to operate - areas of gauge infringement Inverness Kye of Lochash Maaig Aberdeen Fort Wiiam Oban Perth Dundee Gasgow Edinburgh Kimarnock Carstairs Berwick-upon-Tweed Ayr Stranraer Newcaste Carise Sunderand Workington Hartepoo Whitehaven Windermere Darington Middesbrough Whitby Northaerton Scarborough Barrow Morecambe Lancaster Harrogate Skipton York Backpoo Preston Bradford Backburn Huddersfied Leeds Hu Liverpoo Wigan Manchester Doncaster Grimsby Hoyhead Landudno Warrington Sheffied Bangor Chester Chesterfied Retford Skegness Baenau Wrexham Crewe Stoke on Trent Newark Boston Cromer Pwhei Ffestiniog Derby Nottingham Grantham Shrewsbury Stafford Kings Lynn Norwich Great Yarmouth Woverhampton Leicester Nuneaton Peterborough Lowestoft Aberystwyth Birmingham Rugby Coventry Kettering Huntingdon Ey Worcester Leamington Northampton Cambridge Fishguard Harbour Hereford Banbury Miton Bedford Ipswich Carmarthen Goucester Keynes Stevenage Cochester Feixstowe Chetenham Ayesbury Miford Haven Swansea Newport Oxford Didcot Swindon Chemsford Cacton Southend Cardiff Bath Reading LONDON Bristo Ramsgate Basingstoke Maidstone Barnstape Taunton Westbury Saisbury Guidford Redhi Tonbridge Ashford Dover Southampton Hastings Exeter Brighton Eastbourne Weymouth Pymouth Paignton Truro Penzance Source: Rai Safety Standards Board (RSSB), Report T787, September

47 Network RUS Passenger Roing Stock September Gap B4: Patform/train interface The vehice patform interface can be considered as the horizonta and vertica distance between the train and patform. The interface is impacted by the design of the roing stock and the patform as we as the track aignment. The foowing design features can impact upon the interface: train foor height position of the passenger doorways reative to the bogie position of a secondary step on vehices with high foors patform height rai to patform position (atera) radius of the track track cant. Patforms have been deveoped over time to different specifications for a variety of reasons incuding the buiding practices of our Victorian predecessors, and track owering to accommodate previous eectrification programmes. Patforms on the network vary in position reative to the adjacent track. Figure 5.5 detais the position of each patform across the whoe network by potting the height and distance from the running rai. The diagram shows the reationship between the patform edge and the rai. It pots every point aong a patform (generay at 5 metre intervas); where many of these points coincide, a change of coour is used. It shows that most patforms are within the maintenance toerance of 915 miimetres high from rai and 730 miimetres away from rai mandated for new patforms, with a few exceptions, usuay singe ocations aong a patform. Figure 5.5 Pot of patform edge positions across the UK network < 4 occurrences occurrences occurrences occurrences occurrences Lower sector structure gauge 1200 Generay Post Office patforms and oading docks 1100 London Paddington patform 6 & 7 Height above rai (mm) Latera distance from rai (mm) There are a number of patforms that are high, mosty by design, such as Post Office and Heathrow Express patforms. Many more are ow mainy due to track works over the years. The custer of points has a tai to the right as atera cearances have to be increased as track radii approach 360 metres and beow. As track radii decreases, the amount a vehice throws increases. To aow for this, structures and patforms on tight (ess than 360 metre radius) are moved away from the track. Where the radius is ess than 160 metre (which is the Victorian aignment of at east 100 patforms) stepping distances become noncompiant and a arge gap is present between vehice and patform, especiay for those vehices where the door is positioned at the centre or end of the vehice. In practice these patforms are very difficut (and expensive) to correct, usuay due to the constraint that caused the tight curvature in the first pace. 47

48 5. Gaps Other factors which can affect the patform and vehice interface can be infuenced by the market sectors which the route serves. For exampe, a route that serves high speed or freight vehices may require additiona cearance toerances buit into the structures to accommodate them. Gaps exist on areas of the network where the match between the vehice step and patform position is not optima. 5.4 Type C: Operationa fexibiity Type C gaps are those which affect a vehice s operationa fexibiity. The operationa fexibiity of the feet can be imited by a vehices compatibiity with other vehices and its network coverage. Three gaps have been identified which reate to the operationa fexibiity of roing stock, they are: Gap C1: Vehice compatibiity Gap C2: Vehice network coverage Gap C3: Network eectrification Each of these gaps is expored in turn Gap C1: Vehice compatibiity As introduced in Chapter 3, the number of mutipe unit vehice casses which are compatibe with other types accounts for a sma proportion of the entire feet. Many casses serving the same market sector cannot coupe or operate together because of differing couping systems and train contro systems. This creates a barrier to interworking of vehices. There are 11 casses of mutipe unit which can ony coupe or inter-operate within the same cass, they are: DMUs: EMUs: A feet that is imited in vehice-to-vehice compatibiity can be restrictive in terms of operationa fexibiity. Vehices that do not interface cannot work together in rescue situations or aow for portion working of trains, where units can be separated in service to efficienty cover routes. The main reasons for a ack of compatibiity between casses of mutipe units are: there are severa types of auto-coupers in use, athough they are generay not mechanicay compatibe eectronic and software systems differ between casses both in terms of train management systems and passenger information systems not a vehices have the same maximum operating speed, and it is therefore necessary to imit the operationa speed to that of the sowest vehice in the formation. Gaps exist where simiar vehices serving a market sector cannot be couped and operated together due to dissimiar interfaces Gap C2: Vehice network coverage Vehice network coverage refers to a vehices abiity to be depoyed over the routes of the network. Vehice network coverage can be determined by the characteristics of the network, such as gauge and power suppy or the design characteristics of a vehice. Some areas of the network demand unique vehice characteristics in order to obtain a desired performance. The WCML has significant curvature for a ong distance high speed route which imit speed without a titing vehice design, such as the Cass 390. A number of vehice types on the existing network have imited coverage due to their gauge; wider vehices, such as the Cass 165/166s have imited opportunities for depoyment across the network. Historicay there have been some vehices deveoped with wide network coverage in mind. The British Rai Mk2 coach has exceent network coverage as identified in Figure 5.3. Signaing and radio communication systems can be specific to certain routes restricting the vehices that can be operated. For exampe the Cambrian Line has been used as a tria for European Rai Traffic Management System (ERTMS) Leve 2 which requires that the roing stock operated on this route are fitted with Goba System for Mobie Communications- Raiway (GSM-R) and European Train Contro System (ETCS). As ERTMS is impemented across the network, the conversion of roing stock to aow them to operate on these routes wi become a wider issue for fexibiity of depoyment. The various Strathcyde EMUs were tied to their oca area without conversion work, because they were fitted ony with Strathcyde Manning Agreement (SMA) voice radio which was not used anywhere ese. However, with the advent of GSM-R the radio is becoming standardised. Gaps are present where the roing stock has imited network coverage and cannot be depoyed over a the routes serving a specific market sector. 48

49 Network RUS Passenger Roing Stock September Gap C3 Network eectrification Approximatey 40 per cent of the british rai network (measured in track mies) is currenty eectrified. Two-thirds is equipped with overhead ine aternating current eectrification, whist the remainder of the system is predominanty third rai direct current eectrification with some sma oca systems. A substantia number of sef powered trains run on the eectrified network (a practice referred to as running under the wires ). This is commony the case when a service is schedued with an origin or destination outside of the eectrified portion of the network. It is unikey that the eectrification of some parts of the network with ow vaue use wi have an acceptabe business case so a sef-powered soution wi continue to be required. Environmenta targets for the reduction of harmfu emissions and the uncertainty of the costs of domestic oi in the future demand that aternatives to diese sef propeed vehices are sought. Gaps exist where eectric vehices cannot be used as extensivey over the network as operators may wish because of the extent of existing eectrification. 5.5 Type D: Legisation Type D gaps are those that arise from the introduction of new or changed egisation. Two gaps have been identified which reate to egisation, they are: Gap D1: Accessibiity Gap D2: Carbon and emissions Each gap has been expained in turn Gap D1: Accessibiity The ega deadine for a roing stock to be accessibe is significant for roing stock operators. Whoe vehice casses woud require major overhau works or face remova from the network. Others wi require minor modifications to bring them into ine with the reguations. Gaps exist where some vehices within the current feet require modification in order to become compiant by Gap D2: Carbon and emissions The fue quaity directive sets the maximum permitted suphur imits in fue. The directive wi see a move to suphur free diese by January It wi aso bring with it a minimum bend specification for biofue. The Non-Road Mobie Machinery Directive (NRMM) sets engine exhaust emissions imits for new engines for non-road appications, incuding rai. This wi require increasingy stringent standards for new engines, incuding new repacement engines. Gaps may be present in the future where the affordabiity of using diese powered roing stock requires aternative power soutions to be considered. 5.6 Summary of the gaps Tabe 5.3 summarises the gaps which have been discussed within this chapter. Chapter 6 goes on to discuss options which address these gaps. Tabe 5.3 Summary of gaps Gap ID Gap name Driver of gap A1 A2 Insufficient roing stock to meet future growth Better aignment of roing stock repacement to match market sector needs Type A gaps Roing stock repacement The feet is ageing Additiona roing stock wi be required to accommodate the forecast increases in passenger numbers New roing stock costs are high and may not be affordabe There is not a high eve specification that matches the passenger needs of each market sector with the infrastructure, such a specification ony reates to the vehice network interface A3 Economies of scae Comparativey sma orders of bespoke roing stock resut in a higher cost High start-up costs for vehice production runs A4 Continuity of procurement of roing stock Lengthy gaps between the roing stock orders 49

50 5. Gaps Tabe 5.3 Summary of gaps Gap ID Gap name Driver of gap B1 Infrastructure not aways panned for future vehice designs Type B gaps Panning infrastructure and roing stock together Lack of co-ordinated panning of the roing stock and the infrastructure can be costy B2 Vehice ength Variety of vehice engths serving the market sectors Longer vehices may offer opportunity to reduce the capita cost of a train B3 Vehice and network gauge Network gauge variations across routes serving a simiar market sector Variety of the vehice sizes which have been deveoped for particuar routes this manifests into vehice cascade difficuties Vehices depoyed across the network can vary in size and shape in order to be compatibe with the gauge B4 Patform/train interface Vehice and patform interfaces vary due to the historica deveopment of patforms and a variation of roing stock step positions Over the network there are some areas which have a mismatch between the vehices and the patforms causing arge gaps, high or ow stepping distances C1 Mutipe Unit Vehice compatibiity Type C gaps Operationa fexibiity of roing stock Some mutipe unit vehices serving a market sector cannot be couped and operated together due to dissimiar interfaces C2 Vehice network coverage Vehices serving a singe market sector are often not abe to operate over a the sectors routes Eectric vehices cannot be used over the non-eectrified network Gauge restrictions In-cab signaing or radio system compatibiity may restrict the routes on which vehices can operate C3 Network eectrification Increase the operationa fexibiity of eectric roing stock Diese vehices are ess desirabe on environmenta and cost grounds Type D gaps Legisation D1 Accessibiity Introduction of egisation may require that some of the existing vehices are modified in order to remain in service D2 Carbon and emissions Non-Road Mobie Machinery egisation wi set targets for exhaust emissions for new engines fitted to roing stock incuding repacement engines on od roing stock. Fue quaity directive which sets the maximum suphur imits. In the short term this wi see a move to suphur free diese Noise directives which requires Member States to produce noise maps and action pans for major transport infrastructures incuding raiways 50

51 6. Options 6.1 Introduction This chapter discusses options identified to address the four categories of gaps discussed in Chapter 5. In each case, the option seection process was undertaken with the aim of reducing the whoe industry whoe ife cost of passenger roing stock, and the infrastructure, as we as meeting the passenger requirements of each market sector. Options have been grouped into categories and a series of matrices are used to show which gaps each option addresses. The categories that the options have been grouped into are as foows: 1. ife extension of existing vehices this option considers the factors which infuence the decision to seectivey ife extend vehices 2. economies of scae and efficient procurement of roing stock these options consider the potentia savings which coud be achieved if it were possibe to purchase roing stock in sufficient voumes and smooth the procurement over time to deiver economies of scae. Consideration is given to how this coud be expoited without creating monopoy suppiers or diminishing the advantage of commercia negotiations 3. meeting the needs of the market sector using fewer types of roing stock this option considers the passenger and operationa needs of roing stock in each market sector. In particuar it considers those aspects of vehice design which interact with the infrastructure 4. panning the infrastructure together with roing stock these options set out the infrastructure considerations that woud be required to ensure that roing stock identified for a particuar market sector can operate where it is needed 5. options addressing egisative change these options reate to the gaps which may arise through the change in egisation affecting accessibiity and environmenta considerations. The overarching theme of options is the exporation of the efficiencies that coud be achieved from considering the nature of rai s market, the roing stock that serves it and the infrastructure together. The inter-reationships are shown in Figure 6.1. Varying one factor has an impact on the other two eements. For exampe, if market sector needs change, this may require roing stock with different characteristics, which in turn may resut in differing requirements from the infrastructure. A of the gaps identified have an impact on more than one of the three factors in the diagram. Simiary, options have been considered in this context. The options considered in this chapter have been set out in turn to buid upon each other and are then combined into an appraisa at the end of the chapter. The appraisa discussed in Section 6.7 combines those options that are dependent upon each other to aow the whoe industry whoe ife cost benefit to be assessed. The options have been combined for appraisa as it is not ogica to assess them in isoation from each other because of the cose reationship between the factors which infuence whoe industry whoe ife cost. 51

52 6. Options Figure 6.1 Reationships comprising whoe industry whoe ife cost Gauge Eectrification Stations Infrastructure Whoe industry whoe ife cost Market sectors Market sector requirements Routes for each sector Roing stock Roing stock characteristics Vehice/network interface characteristics 6.2 Option to ife extend existing vehices As discussed in Chapter 3, roing stock has traditionay been considered to have a nomina commercia ife of 30 year for diese powered vehices and 35 years for eectric powered vehices for panning purposes. Roing stock owners and operators suggest that extending the commercia ife of roing stock can offer a cost effective means to maintaining the overa feet size. Tabe 6.1 summarises which gaps are addressed by this option. Tabe 6.1 Option to ife extend existing vehices 1.1 Vehice ife extension Type A gaps Roing stock repacement Type B gaps Panning infrastructure and roing stock together Type C gaps Operationa fexibiity of roing stock Type D gaps Legisation A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 D1 D2 X X X 52

53 Network RUS Passenger Roing Stock September 2011 Option 1.1 Seective ife extension of roing stock Recent technica research has estabished that, in many instances, the ife of roing stock can be extended beyond the commercia ife that was assumed upon its introduction. Where roing stock ife extension is the minimum whoe ife cost option, it shoud be considered in aongside the option to purchase new stock. The individua circumstances of each renewa wi inevitaby effect whether it is a cost-effective option. The foowing factors need to be addressed on a case by case basis: can the roing stock s ife be extended technicay? woud ife extension be appropriate to meet the changing needs of the market sector it serves? if so woud ife extension be the most appropriate whoe ife soution? And woud ife extension make sense commerciay to the operators incuding capita rentas, maintenance, revenue, adaptations for Rai Vehice Accessibiity Reguations (RVAR) compiance and operationa costs? 6.3 Options to achieve economies of scae and efficient procurement of roing stock As discussed previousy, the size of the UK roing stock feet wi be required to increase significanty over time to accommodate increasing passenger numbers. Based on the centra demand projections detaied in the Initia Industry Pan it is estimated that in order to accommodate demand the UK feet woud have increased to around 16,700 vehices by This is equivaent to an increase of amost 1.1bn per annum (in 2010/11 prices), or a 54 per cent increase in the tota cost of Roing Stock procurement and operation. This projected increase in cost assumes no rea increase in the cost of roing stock, however this does not refect stakehoders recent experience of new train procurement, where the new stock has been typicay more expensive than that which it has repaced. There are a number of reasons for this, in particuar: 1. those feets which were previousy owned by British Rai were eased at privatisation using administrativey set prices. There have been changes in the cost of capita, raw materias and residua vaue since then 2. new trains have a significanty higher eve of equipment specification than oder stock. They typicay incude faciities such as airconditioning, eectronic customer information systems, and accessibe toiets for mobiityimpaired passengers. Design and provision of trains with this equipment adds cost to the manufacturing process 3. athough there have been many orders paced, particuary as a consequence of Mk 1 repacement, many of new roing stock orders since privatisation have been buit to bespoke specifications, with significant differences between even the variants of trains made by the same manufacturer. There are a number of reasons for this, incuding infrastructure imitations, varying customer requirements and differences in manufacturers practices, however the combined impact is an absence of the types of savings outined in Chapter 5. Tabe 6.2 Options to achieve economies of scae and efficient procurement of roing stock 2.1 Achieving economies of scae 2.2 Smooth the procurement profie by ife extension or withdrawing current roing stock from service eary Type A gaps Roing stock repacement Type B gaps Panning infrastructure and roing stock together Type C gaps Operationa fexibiity of roing stock Type D gaps Legisation A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 D1 D2 X X X X X X X X X X X 53

54 6. Options In aggregate, it is estimated that the cost of a new vehice is around 50 per cent greater than that of an existing variant. If this were to be combined with the requirement for more trains to accommodate passenger demand, it is estimated that by 2031 the tota UK annua cost of roing stock wi have increased from 1.8bn to 3.1bn, a 72 per cent rise. The anaysis presented considers the potentia for reducing the cost of the procurement of new roing stock regardess of when it is procured, athough a trajectory based on the estimated ife of assets has been assumed to inform the potentia saving. Options have been deveoped which seek to achieve economies of scae in procurement. Tabe 6.2 summarises the options and identifies the gaps which they address. Option 2.1 Achieving economies of scae As discussed in Chapter 5, the evidence coected by the Rai Industry Association (RIA) suggests that nonrecurring costs for each order range from 10 miion to 100 miion. This is a wide range so Network Rai has produced an iterative estimate based on the number of generic types of vehice in operation and the known annua easing cost and asset ife. There are approximatey 64 casses of train currenty in operation in the UK passenger feet. It is very difficut to categorise these 64 casses into generic types of sufficient commonaity to share both research and deveopment costs and manufacturing production ines to act as a base case for anaysis. However, with support from manufacturers who have a greater understanding of the drivers of research and deveopment costs, it is estimated that there are distinct types. The non recurring cost of repacing types is estimated at around 70m per order. Economies of scae in fixed costs such as research and deveopment can ony occur if these costs are shared over a greater number of vehices types than the circa 190 impied by the current feet of 12,100 vehices spread over 64 types. (Athough some of this coud occur naturay through an increase in the size of the tota feet to meet growth in passenger numbers). In order to understand the magnitude of efficiency which may be obtainabe by addressing economies of scae, it is estimated that the number of types of roing stock coud be reduced from the current broad types to around five. This is discussed further in Section 6.4 of this chapter. Discussions with manufacturers and roing stock easing companies suggest that this reduction woud appy to the cost of maintenance as we as the cost of easing, as the cost of repacement parts argey refects the cost of buiding the trains they fit. Option 2.2 Smooth the procurement profie by ife extension or withdrawing current roing stock from service eary As discussed in the Chapter 5, the discontinuity of train orders, that is the arge variabiity in the order profie from one year to the next, years with few orders, and deferra of investment decisions, requires significant mobiisation and demobiisation of the suppy chain at the start and end of each order. Manufacturers report that this imports a significant eve of cost into the procurement of new vehices, which is passed through to the end customer. Chapter 5 outined that manufacturers beieve they can obtain cost efficiencies in manufacturing if roing stock were ordered on a more consistent and continuous basis. The manufacturers suggest they coud deiver these savings if the panning and procurement processes deivered the foowing: orders for new trains of sufficient size and duration to justify the sunk costs of setting up and maintaining a production ine. Namey around 150 vehices per annum, for a number of years sufficient carity in the UK-wide ong-term panning of new roing stock to justify retaining this production ine when it is not in use a sufficient quantity of orders for new trains, and continuity in the size of these orders, such that staff can be switched from one production ine to another once an order has been competed, without the need for significant increases or decreases in this manpower. In theory it woud be possibe to remove this additiona cost by spreading orders for new roing stock such that the producer of each generic type of train has a sufficienty certain order of roing stock over a period of severa consecutive years. This coud, in theory be achieved by: reducing the number of existing train variants from the current earier repacement and/or ife extension of roing stock that these generic types of train woud repace in order to spread the order eveny over time. It is ikey that both eary repacement and ife extension of roing stock woud increase the average cost of roing stock easing and maintenance, abeit by a potentiay ower cost than the procurement of new trains. Eary repacement of roing stock woud shorten the period of time over which the asset owner can recover the cost of purchasing roing stock, and this woud be refected in the price per vehice. It is 54

55 Network RUS Passenger Roing Stock September 2011 anticipated that earier repacement of roing stock woud increase the annua cost over the ife of the roing stock. Life extension of roing stock may invove the compete repacement or the overhau of major components which have worn out. Recent evidence suggests that this increases the cost of the roing stock over the remaining extended asset ife. The true cost of ife extending a vehice woud, in part, be dependent upon where it is within its maintenance cyce. However, ife extension of roing stock may yied savings by deaying procurement of new vehices. These savings are dependent on the baseine assumption of how the feet is expanded to meet underying demand growth. If the number of generic types of roing stock increases with no change to the current number of vehices per variant, then the potentia saving identified above woud be achieved. If the number of generic types of roing stock remains the same with an increase over the current number of vehices per variant, then the saving through this option woud be smaer. This is the converse of the potentia for economies of scae. Whist the savings from continuous production are potentiay arge, they are ony part of the story when considering procurement efficiencies. There wi be a heathy competitive tension between procurers and manufacturers to drive commercia deas, and there wi aso be heathy commercia competition between the different manufacturers. In both cases, the commercia competition woud be expected to drive down costs. 6.4 Options to meet the needs of each market sector with fewer types of roing stock Options 2.1 & 2.2 consider the efficiencies that can be obtained through economies of scae and managing a smooth procurement profie. In order to achieve this it was suggested in Option 2.1 that the reduction of roing stock types may reduce the non-recurring costs associated with each order. This option takes this concept a step further and considers the market sector needs of the roing stock which serves them in order to reduce the variation of roing stock procured. Tabe 6.3 highights the gaps which are addressed by this option. Tabe 6.3 Options to meet the needs of each market sector with fewer types of roing stock 3.1 Reducing market sector types Type A gaps Roing stock repacement Type B gaps Panning infrastructure and roing stock together Type C gaps Operationa fexibiity of roing stock Type D gaps Legisation A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 D1 D2 X X X X X X X X 55

56 6. Options Option 3.1 Reducing market sector types A simpified market sector ed definition of roing stock types coud assist with any future procurement strategy by enabing economies of scae. Economies of scae may resut from greater degrees of standardisation in the basic physica characteristics of the roing stock. A high-eve specification for roing stock that considers the needs of each market sector woud hep ensure that new roing stock meets the passenger and operationa requirements. This coud draw on the approach iustrated by recent schemes such as Thamesink and Intercity Express Programme (IEP) where Passenger Focus managed a survey of passenger requirements to assist with the deveopment of the future roing stock specification. The Department for Transport (DfT) deveoped this approach further by announcing that reevant Train Operating Companies (TOCs) wi be invoved in the detaied design of IEP. There are two eements which drive a variation in the types of trains produced, these are: passenger market sector requirements Namey, the essentia operating requirements reative to the market sector a train serves, incuding speed, acceeration, door positioning, and minimum equipment eve, such as toiets, customer information screens and sound proofing technoogy and interface with the infrastructure Namey, variations from the most recenty produced train in a market sector, driven by a preference for different on board equipment and/or infrastructure constraints. The variations in the second category are driven by customer preferences these reate to a desire for specific equipment and ayout of this equipment. For exampe the type and positioning of customer information screens, rather than the existence of this equipment in the first pace which is driven by the market sector requirement. Deveopment of a singe equipment specification for each train type is a key recommendation of this strategy. Variations that are driven by infrastructure constraints such as vehice ength, gauge, and traction power do not fundamentay ater the commonaity between sub-types of train, providing they are specified in advance of the design process, and do not invove a major innovation or change in the eve of technoogy empoyed. However, reducing the number of these variations woud have the potentia to ower the cost of new roing stock, and the standardisation of infrastructure specifications is designed to expoit this potentia when combined with the common train specifications. Chapter 3 describes the basic attributes of each market sector and the roing stock that is currenty depoyed to serve it. The RUS has undertaken high eve deveopment of a specification for roing stock which addresses the gaps which were identified where there was a mismatch between roing stock and infrastructure. The option considers whether standardisation of the size of new roing stock which is introduced to the network woud make future cascades and vehice depoyment simper. Considerations of the market sectors in turn suggest that a more standardised feet serving each market sector coud be achieved as foows: outer suburban repacement of the existing roing stock with a singe variant of trains coud increase the average number of vehices per variant serving the sector from around 700 to neary 6,000. A roing stock variant of this quantity and a continuous order profie coud, in theory, generate amost the maximum achievabe unit cost saving through economies of scae and continuous production interurban this market sector is currenty served by around 1,200 vehices. Both the outer suburban and inter-urban sectors share minimum operating requirements reating to speed, acceeration, equipment eve and door ayout. Therefore if it were possibe to agree a standard set of customer requirements, one singe specification of train type coud be used for new train procurement in both market sectors regiona there are around 1,100 vehices serving this sector and athough it shares many of the minimum operating characteristics of the outersuburban and inter-urban sectors, the minimum equipment requirement is more basic. Therefore, it woud be more suitabe to deveop a singe specification of train type to serve this sector rura taken aone this market sector is too sma to expoit the potentia savings identified above. However, it woud be possibe to use a singe variant of roing stock specified for one of the other sectors previousy discussed to meet the key requirements of this market. A variant may share simiar characteristics such as body she and traction package. The rura sector is typicay served by oder stock that is cascaded from another route foowing a deivery of new trains. Given the minimum required operating characteristics, this stock is ikey to originate in the regiona sector. This means that over time both the regiona and rura sectors coud share a singe specification. inner suburban this market sector comprises of around 1,700 vehices, it is sufficienty arge that specification of a singe generic type of train to serve it coud generate unit cost savings 56

57 Network RUS Passenger Roing Stock September 2011 ong distance high speed the roing stock that is required to serve this market sector is unique in terms of both the operationa speed and passenger accommodation. Two key factors wi infuence how this market is served and whether there can be a reduction in roing stock types: The panning process to repace the existing High Speed Train (HST) feet is underway and the future design or designs, are ikey to be infuenced by this high speed tit enabed vehices are used on the West Coast Main Line (WCML) in order to achieve faster journey times. This type of roing stock is significanty different from roing stock that does not have this capabiity and it may not be cost-effective for a ong distance high speed roing stock to share this specification. Operating requirements in the ong distance sector vary by maximum speed, emerging traction technoogy, and the abiity to tit, and even with a singe set of customer requirements, the minimum number of train specifications possibe is around five. Tabe 6.4 detais the high-eve roing stock requirements for the market sectors and introduces the five roing stock types. It is envisaged that manufacturers and customers woud agree the specification for each type up front to avoid costy aterations during the design and production process. Tabe 6.4 Market sector roing stock requirements Market sector vehice type Maximum speed (mph) Acceeration Traction power requirements Vehice ength (m) Minimum equipment eve* Door ayout Type 1 Long distance high speed Type 2 Long distance high speed (tit variant) Type 3 Inter urban and Outer suburban Type 4 Regiona and Rura Type 5 - Inner suburban Standard 25kv eectric Sef powered Bi-mode Standard 25kv eectric 100 (occasiona 125) Standard Sef powered Bi-mode Dua votage Sef powered Up to100 Standard Dua votage Sef powered Up to 90 High 25kv eectric Dua votage Sef powered Bi-mode 23 or 26 Very high End 23 or 26 Very high End 20 or 23 High Market decision on door position 20 or 23 Basic Market decision on door position 20 or 23 Basic Market decision on door position * a homogeneous equipment eve and ayout within each type 57

58 6. Options 6.5 Options to pan the infrastructure and roing stock together Roing stock and infrastructure cannot be considered as distinct separate systems. In reaity they are interdependant. In order to optimise them both in operations, service and whoe ife terms it is necessary to pan them together. Figure 6.2 iustrates the interdependency between eements of the roing stock on the infrastructure. This iustrates that where a factor such as axe oad of roing stock is atered there are impications for the track aignment, route avaiabiity and on structures over which roing stock operates. It is desirabe to pan both the design of the roing stock and any modifications to the infrastructure together to ensure that the interfaces are optimised in terms of whoe industry whoe ife costs. Figure 6.2 Impact of vehice design on infrastructure requirements Vehice design Network Infrastructure Vehice size Vehice ength Width & height Gauge (structures, passing cearances) Patform (height, ength) Weight Axe oad Formation Whee-track impacts Route avaiabiity Bridge impact Performance Top speed Acceeration & braking Signaing Energy Eectric (AC/DC) Diese Regen abiity Energy efficient operation Power suppy Regen faciity EMC Other features DOO ERTMS Inteigent Monitoring SDO Spitting - joining Compatibiity Operationa aignment There are existing exampes where such changes to the infrastructure and roing stock have been panned strategicay together. For exampe IEP and the eectrification strategy for the Great Western Main Line (GWML) have been deveoped in tandem. In this case, the considerations of the two eements together had a number of benefits, potentiay reducing whoe ife costs for GWML, resuting from eectrification and the introduction of high capacity trains. The accuracy and avaiabiity of infrastructure data is aso of key importance to roing stock manufacturers to enabe the design of optimised interfaces. It is recommended that deveopment of both the infrastructure specification and common train specifications seek to identify the other interdependencies between other eements of vehice design and infrastructure provision and maintenance, in order to minimise the whoe ife cost of both. When considering the design and depoyment of roing stock it is important to consider the foowing interfaces: whee/rai interface the performance of this interface is infuenced by both the vertica oads it has to support and the suspension characteristics of the vehice bogies. Carefu attention to vehice design, ensuring that the vehices are suited to the routes over which they wi operate, and that they minimise wear and damage to the track, can therefore hep to maximise rai ife and reduce costs. Whist vertica oads wi tend to increase as the vehice ength increases which wi increase the rate of track geometry degradation. The suspension design wi infuence the forces responsibe for whee and rai surface damage such as roing contact fatigue cracks and wear. Factors which shoud be considered to optimise the interface incude: 58

59 Network RUS Passenger Roing Stock September 2011 axeoad: this shoud be reduced as much as possibe. The damage caused by an increase in axeoad as vehice ength increases may be offset by a reduction in the number of axes causing damage unsprung mass: the impact from components which are beow the vehice suspension, such as whees, axes and brake gear can be a significant contributor to track degradation, but can be reduced by reducing their mass: for exampe the use of smaer whees or hoow axes bogie suspension: reducing the stiffness of the pan-view bogie suspension can reduce the whee/rai forces, extending whee and rai ife, but if not propery optimised can ead to a reduction in ride quaity. The use of emerging technoogy, such as variabe stiffness hydrauic radia arm bushes, shoud be encouraged as this can reduce whee/rai forces whist maintaining high speed stabiity and ride quaity whee profie: carefu seection of appropriate whee profies for the vehice suspension design and operating route characteristics wi aso improve the interface. The whoe ife costs and impact on the infrastructure of these parameters for new or modified vehices can be assessed using industry modeing toos such as VTISM (the Vehice Track Interaction Strategic Mode) and Network Rai s Track-Ex software. Benefits of improved whee/rai interfaces can be passed onto train operators through reduced track access charges. VTISM has aready been used to hep assess the impact of the new IEP and Thamesink trains. Reduction of the whee/rai forces wi not ony accrue benefits for the infrastructure, but shoud aso reduce wear and damage to the whee, reducing wheeset maintenance and extending wheeset ife. route avaiabiity typicay the maximum axe oad of the train that can be accommodated on a route. Route avaiabiity for passenger roing stock is normay ony imited on the most ighty used branch ines. The design of the future roing stock shoud consider the infrastructure it is required to operate over. Infrastructure shoud aways be panned to consider the future roing stock types and where the infrastructure is constrained considerations to adapt the infrastructure for the new types of roing stock may be made gauge the physica cearance between vehices and structures cose to the track. Network Rai has assessed the ikey minimum, average and maximum infrastructure cost of the work required to accommodate standard vehice variants across mutipe route sections and market sectors, based on gauge cearance data for a range of existing vehice types patform ength the minimum ength of patform required to accomodate the passenger carrying vehices. The ength of vehices and their subsequent formation needs to be considered against the routes where they are to be depoyed patform stepping distances the distance between a train door step and the patform is affected by vehice ength, the position of the door and the radius of the patform. Longer vehices serving patforms with tight radii may have increased stepping distances. The position of vehice doors presents a chaenge on both concaved and convex patforms where it is difficut to optimise for both designs. The options set out in Tabe 6.5 seek to address some of the critica interfaces which need to be considered in order to enabe fewer types of roing stock to operate. Tabe 6.5 Options to pan roing stock and infrastructure to meet future requirements 4.1 European gauge and/or doube deck roing stock 4.2 Optimise the vehice and network gauge appropriatey to obtain maximum coverage of market sector 4.3 Optimise vehice ength Type A gaps Roing stock repacement Type B gaps Panning infrastructure and roing stock together Type C gaps Operationa fexibiity of roing stock Type D gaps Legisation A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 D1 D2 X X X X X X X X X X X X X X X X X X X X 59

60 6. Options Option 4.1 European gauge and doube deck This option considers whether the introduction of doube deck roing stock and european gauge vehices woud provide a cost effective soution to meeting demand. a) Doube deck roing stock Doube deck vehices are used across continenta Europe for many services, incuding ong distance high speed and outer suburban. They can offer increased passenger carrying capacity. However, infrastructure considerations are important as the vehices have a greater height than standard passenger roing stock which is operationa in Great Britain. Doube deck trains can aso be subject to higher dwe times as the increased number of passengers board and aight. A Network Rai and DfT ed study in 2007 which considered whether doube-deck roing stock woud be appropriate on existing outer suburban routes on the network was used to inform the option appraisa. Generay doube deck vehices across Europe are 26 metre ong and foow the UIC reference profie shown in Figure 6.3 compared to the Great Britain Lower Sector Vehice and Structure Gauges. If Britain was to adopt such a vehice it woud require the whoesae reconstruction of a stations to make them compatibe with the required UIC reference profie. Likewise, the distance between the tracks woud need to be much wider in order to accommodate the wider vehices gauge and therefore woud require reconstruction of a substantia number of bridges and tunnes. The doube deck trains woud aso be incompatibe with under bridge girders and some types of signaing equipment that woud aso be fou of UIC gauge. Even if the infrastructure work was affordabe, it woud be impractica because any associated adjustments to patforms woud then be incompatibe with conventiona roing stock, used across Britain, as the stepping distance woud be significanty in excess of the current maximum requirements set for the network. Given the constraints across the raiway infrastructure, the study considered a doube deck vehice which was abe to use standard patforms used across the network and was of 23 metres in ength. This precuded continenta european doube deck vehices which are typicay 26 metres ong and have ower foor heights than vehices used in Britain. These constraints on the proposed doube deck vehice size (width, height and ength) resut in reativey itte increase in seating capacity, that is around eight per cent in a 20 metre vehice or 24 per cent in a 23 metre vehice. These compare with increases of around 50 per cent for a typica european gauge vehice of 26 metres. It was estimated that the costs of route conversions woud range from 500 miion to around 1.3 biion with civi engineering works accounting for the majority of this cost. The option to use this type of roing stock on the network was therefore discounted both on grounds of affordabiity and the resuting ack of operationa fexibiity of such vehices. It was concuded that a doube deck soution on the existing network woud generate reativey ow voumes of additiona capacity. The benefits woud not offset the costs, the significant disruption required to adapt the routes and the resuting ong term infexibiity of operation. Nonetheess doube deck trains coud be a viabe soution for a new buid route where a more efficient vehice size coud be specified for a arger oading gauge. b) European gauge roing stock The RUS considered whether it woud be pausibe to purchase off-the-shef european gauge roing stock for the british market to benefit from procurement savings. As discussed, continenta european raiways represent a arger market than the british raiway and consequenty european vehice prices refect ower unit costs. The vehices are arger so fewer are required to carry the same number of passengers when compared with current roing stock operating within Britain. In theory, purchasing roing stock on the back of other arger orders may appear a pausibe way of reducing roing stock costs. European vehice orders are generay for arger feets and in theory reativey sma orders from Britain as an add-on appears economicay attractive. However, as discussed, european gauge vehices tend to be much wider in the ower body than vehices used in Britain. Figure 6.3 demonstrates a UIC reference european gauge potted to scae against the commony used british ower sector structure gauge and vehice gauge. It is cear to see that the ower sector structure gauge becomes fou with the european UIC gauge. Introducing european roing stock woud therefore require a mass rebuid of existing ower sector structures such as patforms and bridge girders aong with the widespread need for sewing of track. As described in the section on doube deck vehices, the cost of such a mass rebuid is very high and if changes were made to the infrastructure those areas of the network woud become incompatibe with existing vehices operating on the network. The option of purchasing off-the-shef european roing stock was therefore discounted. 60

61 Network RUS Passenger Roing Stock September 2011 Figure 6.3 UIC Reference (European) gauge comparison with Great Britain ower sector stucture and vehice gauges Great Britain Lower Sector Vehice Gauge Great Britain Lower Sector Structure Gauge UIC Reference (European)

62 6. Options Option 4.2 Optimise vehice and network gauge The concusion of Option 4.1 is that european gauge and doube deck vehices are unikey to be cost effective given the infrastructure configuration of the network. For this reason it is not proposed to further appraise the possibe option to adapt the network to accommodate european gauge roing stock. Instead Option 4.2 considers whether it may be possibe to optimise the vehice and network gauge in order to achieve greater vehice coverage. The strategy has considered the impact of expanding the coverage of vehices that are 23 metre in ength across the entire network through the deveopment of a standard kinematic gauge. Whist much of the network is aready ceared for 23 metre trains to run, certain sections of the network, such as parts of the former Southern region, are ony gauged for the operation of 20 metre vehices. A series of vehice profies which currenty operate on the network was considered to understand the impications for infrastructure gauge if a singe kinematic enveope were to be used. The anaysis showed that a high proportion of sub-standard cearances was reated to patform vehice cearances. The anaysis suggests that a gauge compatibe with a 23 metre vehice may be deveoped. If this were possibe, there woud potentiay be fewer sub standard gauging cearances. The figures suggest that repacement of the 23 metre feet with one or more generic 26 metre equivaents woud barey cover the cost of the additiona gauge cearance work. It is unikey that a net saving woud be achieved once the cost of patform extension work is incuded. This deveopment work woud be required to focus on routes which are not used by the intercity market sector as these trains typicay have a arger gauge than other types. Network Rai has conducted an initia anaysis to begin this deveopment process by testing the abiity of the network to accommodate a series of existing outer-suburban, inter-urban and regiona vehices. This suggests that a number of the vehices which are no more than 23 metres in ength coud be accommodated with a imited number of infrastructure interventions, of which the majority are reativey inexpensive patform modifications. Figure 6.4 shows this breakdown, and Section 6.7 discusses the ikey cost impications of this. Figure 6.4 Sub-standard gauge cearances across the whoe network with a variety of existing vehice gauge profies Wa, Viaduct, Tunne and Crossing Overbridge Patform S&T Signa Underbridge 5% 3% 10% 4% 2% 76% 62

63 Network RUS Passenger Roing Stock September 2011 Three sets of infrastructure capabiity changes are recommended to accommodate the new roing stock, namey: gauge cearance of routes to accommodate the new trains that are buit to the common specification for the market sector that these routes serve. This woud incude bespoke soutions to address individua instances where stepping distances are excessive patform engthening on the routes where 20 metre vehice trains are repaced with 23 metre vehice trains. Repacement of 8, 9 and 10-car trains with 7, 8 and 9-car formations, respectivey, woud necessitate this at a number of stations continuation of the existing eectrification programme to accommodate cascaded vehices, subject to other industry panning processes. These infrastructure capabiity changes woud be required in advance of the deivery of repacement roing stock. Option 4.3 Optimise vehice ength to reduce capita cost of a train As discussed in the Chapter 5, the provision of equivaent on-train capacity through use of trains comprising onger, but fewer, vehices may generate a cost saving, as the components that do not vary with the ength of a vehice are more expensive than those that do. Using fewer vehices woud equate to fewer bogies, whee sets and vehice interconnections. The basic reasons for engthening vehices are as foows: efficiency to reduce the number of vehices that need to be procured for the equivaent amount of capacity capacity to maximise the use of avaiabe timetabe capacity by having fewer onger vehices per train. The simpest way to achieve this woud be upon ife expiry to repace the 20 metre with a 23 metre vehice train feet. Tabe 6.5 shows a matrix of train engths which resut from combinations of 20 and 23 metre vehices. The coour coding highights the cosest match between a train ength comprised of 20 metre vehices when compared to a train comprised of 23 metre vehices. It shows that an 8-car train comprised of 20 metre vehices can be repaced by a 7-car train comprised of 23 metre vehices for a change in overa ength of ony one metre. However, for formations of 20 metre vehices greater than eight repaced by 23 metre vehices, the train ength increases. By contrast, formations of ess than 8-cars ong the overa train ength reduces. As a consequence, in order not to reduce capacity, it is either necessary to reduce the number of mutipe units and therefore driving cabs or engthen trains. Whie train engthening may be a pausibe soution to accommodate in some ocations, infrastructure work woud be required to accommodate onger trains across the network. Where fixed (or onger) formations are required there is ikey be reduced operationa fexibiity. Seective door opening aows specific doors on a train to be seected open when required. This on-train feature aows the safe use of ong train formations on services which may stop at stations with short patforms. It ensures that any coaches which are not aigned with the patform remain ocked. However, it does mean that passengers which are situated in the rear of the train are required to move through the coaches to disembark. In order to aeviate passenger anxiety, trains with seective door opening (SDO) shoud have a means of informing the passengers of its use. There are advantages to using SDO, it can be an effective way of increasing train capacity whist avoiding expensive infrastructure works, such as patform extensions, junction re-modeing and signa resighting. However, SDO is a compromise and may not aways be an optimum soution at stations where there are very high voumes of passengers boarding and aighting. If odd numbers of vehices make up a train comprised of more than one mutipe unit, then they must be formed of two engths of units eg a 3-car and a 4-car forming a 7-car. In this scenario two sub-feets woud be required to operate a service. The aternative is a fixed 6-car formation thereby eiminating two driving cabs. However, the consequence of fixed 6-car formations wi be to increase the minimum off-peak formation by three vehices and thereby increase costs. Currenty 59 per cent of Diese Mutipe Units (DMUs) are 2-car units and 69 per cent of Eectrica Mutipe Units (EMUs) are 4-car units. These units when used in mutipe, generay operate with other units to form an even number of vehices per train. Whie there are some combinations in which two different ength units are couped together, in most instances a units are the same ength when working in mutipe, for exampe 4-car units may operate in the foowing combinations: 4-car 8-car (4+4) 12-car (4+4+4). Vehice engthening is ikey to resut in either onger trains or onger fixed formation mutipe units. The specific impication of these changes may be easy to accommodate if there is sufficient patform ength on a route, or operationa and market considerations mean that fixed or onger formations are appropriate. 63

64 6. Options Tabe 6.5 Matrix of train engths from comparabe numbers of 20 or 23 metre vehices metre vehices metre vehices No more than four metres difference Between five and ten metres difference Ten metres or more difference or significant capacity oss 64

65 Network RUS Passenger Roing Stock September 2011 However, more detaied anaysis woud be required on a route-by-route basis to estabish the impact of onger vehices. Increasing the ength of mutipe unit formations, or moving to fixed formations increases the avaiabe seating and standing capacity for a given ength of train because it eiminates space taken up with driving cabs at the end of mutipe units. The Thamesink Roing Stock Programme is specified to be in two fixed formation engths, 8-car and 12-car. Currenty on the Thamesink routes EMUs are 4-car units and may operate either singy as a 4-car, or an 8 or 12-car train. By contrast an 8-car fixed formation train eiminates two driving cabs, and a 12-car eiminates four driving cabs. This space then becomes avaiabe for passenger accommodation, thereby maximising the capacity for passengers of a 240 metre ong train. Fixed formation trains by definition can ony be operated in one ength, so may provide significanty more capacity than is actuay required in off-peak periods, and operating costs per mie are more expensive than in a situation where train ength can be reduced in the off peak period by uncouping and berthing parts of the train consist. Strengths of fixed formations: maximises seating and standing capacity for a given ength of train by removing driving cabs, making space avaiabe for passenger usage. This is reevant where a other means of maximising capacity have aready been empoyed on a ine of route. Where train frequency and train ength have been taken to a practica maximum a fixed formation train aows the ast eements of capacity to be obtained before more radica and costy soutions to obtain more capacity are required, such as doube deck trains or indeed entirey new raiway ines fixed formation vehices can share auxiiary equipment across the whoe train ength and remove the need for dupication. Weaknesses of fixed formations: fixed formations can ony work as one ength and therefore cannot be atered to match demand. A vehice which needs to be removed from service for any reason renders a whoe train out of service in the off-peak with a fixed formation capacity may be in excess of demand. This incurs increased operations, maintenance and variabe track access costs without a commensurate eve of passenger revenue depots and stabing faciities have to be fu train ength fixed formation feets require fewer driving cabs to be produced, this means that: mutipe destinations cannot be served by spitting and joining if a driving vehice is defective the whoe fixed formation must be withdrawn from service in the future if trains are reduced in ength then the spare vehices cannot easiy be formed into additiona trains as driving cabs may be in shorter suppy than woud be the case if the trains were designed to be worked in mutipes ony abe to be spit in a depot in imited combinations, for a 12-car it may ony be possibe to spit into two 6-car sections to undergo maintenance because of the shared auxiiary equipment in extreme cases a driving cab damaged beyond repair might mean the whoe train has to be withdrawn. Fixed formation trains aow maximisation of capacity once a other conventiona means of increasing capacity have been exhausted. However, this capacity may come at the cost of fexibiity and the abiity to match suppy, in terms of train ength, to passenger demand. Fixed or onger formations are therefore a tookit option for consideration when increasing capacity. Articuated trains Articuated trains are fixed in their formation. However, instead of using the conventiona dua bogie vehice, each vehice shares its bogies with the next vehice in the formation. The use of articuated trains woud aow an aternative optimisation of vehice size, reative to the network gauge, because the gauging dynamics are different to those of a train made up of conventiona vehices. An articuated vehice may need to be sighty shorter to negotiate simiar gauging cearances but maximises vehice width. Advantages of articuation: fewer bogies, which brings significanty ower procurement and maintenance costs ower roing resistance, eading to ower energy consumption and quieter noise emissions higher atera inertia over bogies, which eads to reduced atera dynamic dispacement of bodies, bringing improvements in passenger ride quaity potentia for wider (abeit shorter) bodies (as in the Eurostar Cass 373), eading to improved passenger capacity and/or comfort 65

66 6. Options easier provision of fu-bodywidth gangways, eading to better distribution of passengers and conditioned air throughout the unit, and better passenger security. This is a particuar benefit for high density inner suburban services as this maximises standing spece easier seaing of gangways from externa pressure puses (eg entering tunnes) increase in passenger capacity increased space between bogies, with potentia to transfer equipment from vehice interior equipment cupboards to beow foor eve, eading to more space in vehice interior for passengers potentia to have higher proportion of wheesets motored using fewer motors, eading to better power regeneration and braking, and ower procurement, energy and maintenance costs, with better adhesion and ess whee and rai damage during ow-adhesion conditions. Disadvantages of articuation higher average axe oad (up to 17 tonnes), eading to potentiay higher rai head wear, but may be ameiorated by having fewer axes depending on articuation system adopted, possibe necessity for shorter carriage bodies, negating part of the savings from fewer bogies (but the use of shorter bodies gives potentia for wider carriages and better reationship between doors and patforms) oss of fexibiity as train formations are fixed The use of articuated vehices ceary can offer some advantages over a conventiona vehice, potentiay offering a soution to increasing capacity and reducing maintenance costs. Nonetheess they may not offer the fexibiity which some train operators require. 6.6 Options addressing egisative change Options have been considered to address the egisative changes which bring change to the accessibiity and environmenta impact of roing stock. Tabe 6.6 which gaps each option addresses. Tabe 6.6 Options addressing egisative change 5.1 Compiance with egisation a new engines must not exceed target emissions 5.2 Use bio fues to compy with the fue quaity directive 5.3 Roing stock accessibiity Type A gaps Roing stock repacement Type B gaps Panning infrastructure and roing stock together Type C gaps Operationa fexibiity of roing stock Type D gaps Legisation A1 A2 A3 A4 B1 B2 B3 B4 C1 C2 C3 D1 D2 X X X Option 5.1 Compiance with egisation a new engines must not exceed target emissions A new engines fitted to non-road mobie machinery, which incudes roing stock, shoud be compiant with the Non-Road Mobie Machinery (Emission of Gaseous and Particuate Poutants) Reguations This incudes oder roing stock which is being fitted with a new engine. The impications of compiance may be chaenging to accommodate the size of engines which compy with the egisation, increased fue consumption and increased capita cost of the resuting diese powered roing stock. 66

67 Network RUS Passenger Roing Stock September 2011 Option 5.2 Use bio fues to compy with the fue quaity directive The increased use of bio fue is required in order to compy with the Fue Quaity Directive and minimise the harmfu emissions from diese powered vehices. Option 5.3 Roing stock accessibiity Whie the DfT is cear that an accessibe rai feet wi be achieved by 1 January 2020, it recognises that there is itte vaue in correcting minor noncompiances which do not materiay reduce their accessibiity to disabed passengers but can cost a significant amount to rectify. Instead, focus is being concentrated on those non-compiances which truy prevent disabed peope from accessing rai vehices. This targeted compiance approach is being appied on a case-by-case basis in consutation with the rai industry and foows an assessment which identifies those areas, such as passenger information systems, where compiance by 2020 wi be required. 6.7 Appraisa This section presents a financia anaysis of the options recommended in the previous section. Appraisa assumptions For carity, options have been assessed against the base case described in Section 6.1, so the figures presented represent the ikey saving in an area of the Rai Industry where costs are forecast to increase, rather than the cost saving against current eves. The foowing financia impacts have been assessed: cost savings through more continuous procurement and economies of scae, resuting from repacement of roing stock using the common train specifications cost savings through repacement of ife-expired 8, 9 and 10-car trains comprising of 20 metre vehices, with trains comprising 7, 8 and 9-car trains comprising of 23 metre vehices the cost of gauge cearance work to accommodate roing stock buit to common train specifications. the cost of patform engthening and associated work on the routes where 20 metre vehices are repaced by 23 metre vehices. It is assumed that further eectrification to accommodate a cascade of roing stock woud have a standaone business case, and the cost of this is not incuded in the anaysis. Furthermore, the cost of aterations to patform stepping distances has not been incuded as it is understood that bespoke soutions coud be identified in the imited number of instances where this is ikey to occur, and for a cost of an order of magnitude ower than gauge cearance on patform engthening. Finay, this work has been conducted in accordance with DfT s WebTAG guidance, and a figures are presented in 2002 prices and vaues (prevent vaues) uness stated otherwise. An appraisa period of 70 years has been seected, which is onger than the 67

68 6. Options eve typicay used. The onger appraisa period has been seected in order to cover the fu asset ife and repacement of the existing roing stock feet using the high eve characteristic of train types set out by this strategy in Tabe 6.4. Appraisa resuts Savings in the cost of roing stock procurement and operation through more continuous production and economies of scae woud buid up over time as an increasing proportion of the feet were based on the common train specifications. It is estimated that by 2021 around three per cent of the tota annua cost of roing stock woud be saved, increasing to five by 2031 and 11 per cent by The tota saving has an estimated present vaue of 3.6bn over the ife of the appraisa period. Simiary, the cost savings achieved by operating fewer, onger vehices woud aso graduay occur over time, with the tota annua cost of UK roing stock forecast to reduce by one per cent by 2031 and aso one per cent by The tota saving has an estimated present vaue of 0.6bn over the ife of the appraisa period. Athough the gauge cearance work woud be required in advance of train repacement, it is not possibe to estimate exacty when this is needed without the deveopment work that woud foow pubication of the strategy. It has therefore been assumed that a programme of gauge cearance woud begin at the end of Contro Period 5, asting a period of approximatey 10 years. Based on the train gauging data discussed previousy a cost range has been estimated, with ower and upper bounds of 0.4bn and 1.5bn, and a centra estimate of 0.7bn, excuding the cost of capita. Simiary, it is not possibe to forecast accuratey when the patform engthening work woud be required, so the same profie as the gauge cearance activity has been assumed. The tota cost of this patform engthening is estimated at ess than 100m. Figure 6.5 iustrates the forecast annua roing stock cost saving, minus the annua repayments on the range of infrastructure costs. It is estimated that financia payback on the infrastructure work woud be achieved between 17 and 52 years after commencement, with a centra estimate of 32 years. The tota present vaue of roing stock cost savings over the ife of the appraisa period is estimated at 4.1bn, versus a tota cost (incuding the cost of capita) of between 3.1bn and 0.5bn. Figure 6.5 Forecast annua roing stock cost saving and capex cost Tota roing stock cost saving Infrastructure cost ow Infrastructure cost centra Infrastructure cost high 4,000 3,500 3,000 2,500 m (NPV 2011) 2,000 1,500 1, Year 68

69 7. Consutation process and next steps 7.1 The consutation process A Draft for Consutation of the Network RUS: Passenger Roing Stock was produced in conjunction with the cross-industry Working Group and approved for pubication by the Network RUS Stakehoder Management Group (SMG). It was pubished on 31 May 2011 aong with a press reease to announce its pubication. A period of 60 days was provided to aow stakehoders and other interested parties to respond formay to its proposas. 7.2 The response to the consutation 61 responses to the consutation document were received. Those who responded broady fe into nine categories. Forma responses were received from: The RUS SMG and the RUS Working Group Association of Train Operating Companies Department for Transport London TraveWatch ORR Passenger Focus Passenger Transport Executive Group Rai Industry Association Transport for London Transport Scotand Train Operating Companies and owning groups Arriva UK Trains Ltd East Coast First Great Western Roing Stock Companies Ange Trains Passenger Transport Executives Centro South Yorkshire Passenger Transport Executive Strathcyde Partnership for Transport (SPT) Transport for Greater Manchester Loca authorities Birmingham City Counci East Sussex County Counci Essex County Counci Exeter City Counci Hampshire County Counci Ipswich Borough Counci Norfok County Counci Nottingham City Counci Pymouth City Counci South East Waes Transport Aiance Suffok County Counci Tandridge District Counci Thurrock Counci Warwickshire County Counci West Norfok Borough Counci West Sussex County Counci Rai user groups and interest groups Association of Transport Co-ordinating Officers Campaign for Better Transport West Midands Cydesdae Rai Action Group Fen Line Users Association Friends of the Far North Line Gatwick Airport Consutative Committee Great Eastern Mainine Vision Group HITRANS (Highands and Isands Transport Partnerships in Scotand) Hasemere Rai Users Group Internationa Air Rai Organisation Leeds-Lancaster-Morecambe Community Rai Partnership Mid Cheshire Community Rai Partnership Raifuture Transform Scotand 69

70 7. Consutation process and next Steps Trade unions Other ASLEF Cadia Eementus Gatwick Airport Ltd Institute of Mechanica Engineers Raiway Division ORR s Rai Industry Advisory Group The Chartered Institute of Logistics and Transport (UK) We have received seven responses from rai users and peope with an interest in the raiway. 7.3 Key themes and issues in the consutation responses Scope of response The responses received were a we considered. Many of which gave fu consideration to a wide range of issues raised in the consutation document and the proposed draft strategy. Given the arge number of comprehensive responses, it is impractica to provide an individua précis of each submission. However, copies of each of the organisations responses can be viewed at The key themes and recurring issues have been summarised Key themes There was widespread support for the proposas to reduce costs by panning roing stock and infrastructure together. Simiary there was a high eve of support for the consoidation of train types serving the UK to bring simpification and enabe economies of scae in procurement of new vehices and make future cascade of vehices much simper. There was broad support for the improved interfaces between roing stock and the network and for the identification of cost inefficiencies in the procurement of roing stock Specific issues Roing stock types Many of the respondents have made supportive comments about the proposed move towards a more joined up approach when the industry procures new roing stock. This was particuary because there are cost efficiencies to be gained. A number of respondents emphasised the importance of competition in procurement of roing stock. It was suggested that over specifying types and components of new buid roing stock coud stife innovation and potentiay reduces competitive pricing. It was aso suggested that the over specification may ead to monopoistic pricing structures. Arriva observed in their response that suitabe design of future roing stock shoud be carried out by the suppiers and not the customers. Arriva considers that suppiers and not customers shoud design products, and procurement shoud be output based in order to avoid costy bespoke designs. Three of the main suppiers of roing stock to the UK market (Astom, Bombardier and Siemens) have recommended that the future roing stock types, which have been deveoped within this strategy, be considered as high eve specifications to which they coud respond with their product offerings. In response to the comments raised by Arriva and the recommendation from the manufacturers, the strategy has carified the definition of the proposed future roing stock types and their appication in future procurement initiatives. Impementation of the strategy A number of consutees observed that consideration needs to be given towards the impementation of the strategy and how the industry wi work together to achieve the efficiencies identified. Some consutees suggested that a market based approach to procurement woud deiver the most cost effective procurement. ATOC and an individua TOC suggested that this coud be most effectivey achieved as part of the franchise process. The cost of procurement and the commercia risk of residua vaue are very strong drivers in avoiding costy and bespoke designs. One of the ROSCO consutees considered the pros and cons of inking procurement dates arising from re-franchising. In recent years orders have been paced at the beginning of franchises. The respondent suggested that smoothing the procurement profie may be possibe if franchise dates are staggered or if procurement is undertaken during the franchise. 70

71 Network RUS Passenger Roing Stock September 2011 Roing stock procurement costs There were a number of responses to the consutation which considered that the costs of new buid vehices highighted in the draft strategy were not consistent with the current market prices. Ange Trains, Evershot Rai Group and the Rai Industry Association (RIA) observed that the typica costs of roing stock stated in the draft RUS were ow and refect costs seen before In response to this, the strategy has made reference to more recent evidence which highights the increase in cost of new roing stock. Consideration has aso been taken that the costs can vary dependant upon the eve of specificity defined by the customer. ATOC and Arriva have aso observed that the most competitive pricing of roing stock wi be achieved in a market-ed procurement process where there are at east two potentia suppiers. They suggest that competitive pricing wi be stimuated by frequent procurement initiatives which are output based and not specification driven. It has been observed by the manufacturers (Astom, Bombardier and Siemens) and Arriva that quantity of procurement is not the ony mechanism in achieving competitive unit prices. Large orders over a short periods of time increase unit costs because of the need to carry out parae production methods and increase productive capacity. This is not inconsistent with the incusion in the strategy of the recommendations to smooth the procurement profie wherever it is efficient to do so. This observation has been addressed further within the strategy by coaborativey working with the main train manufacturers which suppy the UK to understand the infuence which productive capacity has upon unit costs. The strategy highights evidence which was attained severa manufacturers in a biatera meeting hosted by RIA. Severa respondents suggested that whie a ong term procurement poicy woud bring the best vaue for money, it must maintain the commercia tension between suppiers. Some responses inferred from the draft that the move to a imited number of train types woud reduce the number of manufacturers in the market and create monopoies which coud forego the potentia cost saving. This was not the authors intention and the text has been amended to refect this. Roing stock ife extension was considered by a number of respondents it was suggested that it shoud neither be rued in or out but aowed to be considered on merit of each case. It is essentia that competitive tensions exist in the re-easing and ife extension market as it does in the new roing stock suppy market. In order to promote competition in re-ease and new buid, pans shoud remain at a broad-brush indicative eve. This has been carified within the strategy as the draft document s intention was ony in reation to the use of ife extension as a means to smooth the future procurement. Technica considerations The Draft for Consutation impied that a means of improving vehice compatabiity woud be the deveopment of a common interface between train management systems of different suppiers. Suppiers responded that this may be unreaistic as each system is the inteectua property of the suppier and any move towards aigning them woud incur high deveopment costs. The adoption of reevant Technica Specifications for Interoperabiity (TSIs) is considered by the strategy. A number of respondents beieved that further consideration of the progressive adoption of these standards, appied to both the infrastructure and roing stock, represent a means to reducing industry costs and achieving further standardisation of the raiway. A train operator observed that freight operators use Cass 66 ocomotives which were successfuy adapted from technoogy designed for the US market. It was suggested that passenger roing stock manufacturers coud expore the use of designs from overseas to save design costs. A number of responses suggested that signaing and eectrica power capacity interfaces shoud be considered when panning roing and the network together. Responses were received which suggested that Seective Door Opening (SDO) shoud be considered as a means to aowing onger trains to operate at stations with short patforms, whist avoiding patform extension work at stations with ow density passenger utiisation. Technoogica advances have, in the past, been deveoped which make roing stock more compex and incompatibe with other roing stock designs. A number of responses were received which highighted the use of interface standards to ensure the interoperabiity of the UK feet. Roing stock currenty serving the market sectors Individua consutees have highighted that the passenger environment shoud be recognised as more than the interior of the train and that it incudes a access routes and even extends to the provisions made to inform the passenger. 71

72 8. Strategy 8.1 Introduction The Network Route Utiisation Strategy (RUS): Passenger Roing Stock document has taken a ong term view of future passenger roing stock and the infrastructure it wi operate over to estabish whether there may be potentia to pan the raiway more efficienty. It foows a simiar approach to other RUSs by considering the current situation, drivers of change, gaps and options to address the gaps. It has considered stakehoder aspirations, incuding those who fund, procure, operate and buid the roing stock. Chapters 3 and 4 described the roing stock currenty operating on the GB rai network and key drivers of change which, when considered together, suggest that there coud be significant potentia for efficiency if a whoe industry whoe-ife cost approach were to be adopted to panning the introduction of new roing stock and infrastructure. The need to take advantage of potentia efficiencies is made more urgent by an increasing requirement to repace ageing roing stock and procuring new stock to accommodate growth. Four groups of gaps were identified in Chapter 5 based on a consideration of the effects of the drivers of change on the baseine. The gaps reated to the requirement to repace existing roing stock (Type A), the potentia for panning infrastructure and roing stock together (Type B), the potentia for increasing operationa efficiency (Type C) and those triggered by egisation (Type D). Chapter 6 examines the requirements of each market sector and identifies options for future passenger roing stock to meet its needs. The options incude a consideration of whether there coud be opportunities to expoit economies of scae through the procurement of fewer roing stock variants. The RUS then proceeds to examine the suggested roing stock types aongside the network over which they may need to run. This is in order to assess the scae of any infrastructure works that may be required. It considers the advantages of panning the infrastructure consistenty for the needs of each market sector. This incudes the advantages of enabing roing stock cascades, and go-anywhereit s-needed roing stock for each market sector. It acknowedges that a market-based approach coud yied savings. This chapter outines the resuting emerging strategy. It brings together the key strategic passenger roing stock issues of concern to funders, Train Operating Companies and Network Rai, aong with the raiway industry s customers, suppiers and stakehoders. Section 8.2 outines the principes adopted in deveoping the strategy. This is foowed in Section 8.3 by a consideration of the roing stock requirements of each market sector, identifying a number of common characteristics between each sector. Section 8.4 discusses the infrastructure required to accommodate the roing stock requirements and expores how a common kinematic enveope design might be usefu for enabing roing stock to be more inter-operabe over the network. Finay Section 8.5 discusses the phasing of the emerging strategy, incuding the interaction with major projects and franchising. 72

73 Network RUS Passenger Roing Stock September Deveoping the strategy Passenger roing stock costs are currenty in the order of 1.8 biion per year, around 15 per cent of the annua costs of operating the raiway as a whoe. The strategy concentrates on the opportunities for efficiencies which arise from repacing existing roing stock when it comes to the end of its commercia ife and potentiay procuring new roing stock to meet the demand for growth. It addresses the advantages of standardisation of both trains and infrastructure and the need for a whoe industry approach. It considers how panning the infrastructure and roing stock together can enabe the network to become more inter-operabe to enabe roing stock which serves a particuar market sector to go anywhere on the network it is required. The overarching principe used to deveop this strategy is to move towards a vaue for money whoe industry whoe ife approach that deivers what passengers and funders require. The key principes used to deveop the emerging strategy are: a) meet the needs of each market sector when ordering roing stock b) expoit the economies of scae in procurement whenever possibe where this eads to ong term efficiencies c) consider those infrastructure works needed to aow roing stock to be inter-operabe within the market sector it serves d) consider the phasing of future roing stock procurement and infrastructure panning in the ight of re-franchising, major schemes etc. The emerging strategy is purposey kept at a high eve to identify the principes of what can be achieved. It avoids detaied specification of trains, other than to identify the key needs of each market. It highights key economies of scae which may hep reduce procurement costs and those physica characteristics of the trains and infrastructure which woud enabe roing stock to be more interoperabe over the network. It is anticipated that train operating companies wi be invoved in the deveopment of detaied specification of trains. The strategy does not present a detaied pan for roing stock procurement or ife extension. This wi need to be deveoped aongside changes in franchise poicy and major infrastructure programmes over the coming years. Simiary, whist it identifies the infrastructure works that woud be needed to deiver a more fexibe interoperabe raiway for each market sector, and presents the high eve case (using unit costs) which suggests that there wi be a vaue for money case, it does not cost every infrastructure intervention in detai. Loca characteristics of each route wi resut in a wide range of costs in both gauge cearance and, where appropriate, patform ength or height changes. The network is currenty operated by more than 12,100 passenger vehices, which are members of 64 different roing stock casses. There have been more than 5,000 new vehices introduced since 1996, and substantia orders are being paced for new ong distance high speed, Thamesink and Crossrai vehices. A arge proportion of the feet is consideraby oder. Historicay the commercia asset ife of rai vehices has been considered to be 30 years for diese units, and 35 years for eectric units, athough a number of vehices have exceeded this. Recent technica research suggests that the ife of some roing stock can be extended consideraby. Where ife extensions meet customer expectations and are commerciay attractive, immediate introduction of new buid may not be the most effective soution. In theory, over the next ten years, over a quarter of the feet woud need to be repaced if its ife were not extended beyond 30 or 35 years (for diese and eectric roing stock respectivey). Even if the ife of much of the stock were to be extended by 5 to 10 years, ess than 12 per cent of the feet woud sti need to be repaced. In addition, if the rai industry is to accommodate the forecast growth in usage, it is ikey to require a substantia number of additiona vehices in order to increase rather than simpy maintain roing stock capacity. Given that the average cost of a vehice in recent years has been between 1 miion and 2 miion, this potentiay woud invove considerabe outay at a time when the industry and its funders are striving to achieve better vaue for money soutions. 8.3 Roing stock types by market sector The RUS recommends that the industry and its funders consider the efficiencies which coud resut from procurement by reducing the variety of train types. In order to achieve this, it is recommended that consideration is given to the procurement of roing stock which shares high eve features with other roing stock which serve the same market sector. Any reduction in the number of different types of vehices procured may in turn ead to an increase in the size of order for each type of vehice. This may reduce the unit costs of vehices further. Further efficiencies may be achievabe by adapting designs for components from existing patforms, from the UK, Europe or esewhere. 73

74 8. Strategy Whist the reduction in the number of different train types which share a number of common features sounds an attractive proposition in theory, it ony becomes attractive in practice if the train types match the needs of the market and can operate freey on a parts of the network where they are required. Passenger requirements were considered throughout the process and the RUS examines the requirements of the roing stock in each market sector (as defined by the Department of Transport s 2007 Rai White Paper) at a high eve. It suggests that, whist there are understandabe oca variations in market needs, at the same time there wi be common requirements that define the needs of each sector. The market sector requirements were then used to produce a very high eve specification of a type of vehice to meet the needs of each market. This section takes the consideration of the requirements of each of the market sectors identified in the 2007 Rai White Paper as discussed in Chapter 6 and combines them into five key types, that is Type 1 and Type 2: ong distance high speed with a tit variant Type 3: interurban and outer suburban Type 4: regiona and rura Type 5: inner suburban This strategy buids on the Network RUS: Eectrification strategy which identified those areas of the network that were appropriate candidates for future eectrification and, conversey, those which are unikey to be future candidates. It is recommended that opportunities for efficiencies in roing stock procurement or ife extension are considered aongside opportunities for eectrification to maximise the benefits. Type 1 and Type 2 Long distance high speed (LDHS) with tit variant The ong distance high speed sector incudes high speed services between arge urban areas such as London and Leeds. It accounts for approximatey 18 per cent of the tota feet. This sector is unique in its requirements and shoud be accommodated by types of vehice which meet its particuar requirements. Its key requirement is a maximum operating speed of typicay 125mph, abiity to operate in ong formations of up to 10 or 12-cars on the busiest routes, doors at the end of each carriage, with on-board faciities such as catering, toiets, uggage storage and staff accommodation. Most ong distance high speed services run on ines that are eectrified or are recommended to be considered for eectrification by the Network RUS: Eectrification Strategy so it is recommended that the buk of this feet is comprised of vehices capabe of running under 25kV AC eectrification. Given that future eectrification is subject to affordabiity constraints, it is ikey that there wi be an on-going requirement for bi-mode vehices (or a imited sefpowered feet) to run over sections of ine which the Government does not pan to eectrify in the foreseeabe future. The Department for Transport (DfT) is committed to the Intercity Express Programme (IEP), which wi be the predominant train for the ong distance high speed sector. On 1st March 2011, it confirmed a programme which wi see the buiding of a combination of around 100 eectric trains and bi-mode - diese and eectric trains which wi run on the Great Western Main Line and the East Coast Main Line. The fina specification of the train is to be determined by the DfT in negotiation with the suppier. The train operating companies wi contribute to the design and specification of the new feet. Network Rai has been funded in its current Contro Period to carry out initia works with a view to accommodating IEP vehices which are expected to be 26 metres in ength. Given the efficiencies which might be achieved by moving to fewer types of trains, the high eve characteristics of the IEP, such as the vehice ength and width, coud be the starting point for the ong distance high speed famiy of trains, if these features prove to be the best vaue for money aternative. In some instances the physica characteristics of the route may end themseves to a different vehice design. For exampe, on West Coast Main ine, the use of tit-enabed 125mph roing stock is advantageous to achieve faster journey times. Type 3 Interurban and outer suburban Type 3 specifies a vehice which is suitabe for the interurban and outer suburban market sectors where there coud be considerabe cost advantages if each of these market sectors were served with simiar types of vehice. The sectors have a number of common characteristics which may make it possibe to serve them with as itte as one generic type of train with the appropriate gauge and traction power. Whist the basic construction might be simiar, it is anticipated that detais of the design, interior fittings and seat configuration might vary to meet the specific markets and operators. 74

75 Network RUS Passenger Roing Stock September 2011 The key requirements for roing stock incude a maximum operating speed of around 100mph (with some instances where 110mph or 125mph woud be advantageous), and the abiity to operate in both medium size formations (3 to 5-cars), and ong formations (up to 12-cars) on busier routes. The fexibiity of being abe to operate in mutipe units is hepfu to meet ower eves of demand in the off-peak. The vehices in this feet woud be 20 metre and 23 metre to give the fexibiity to match suppy and demand. The Thamesink Programme currenty underway wi incude the procurement of new units to operate the enhanced service structure. Whist the fina design of the vehices has not yet been determined, a higheve specification has been pubished. The train wi be of a metro-stye, designed to accommodate arge numbers of peope over the approaches to London but aso to provide a comfortabe environment for passengers on onger journeys. They wi aow rapid boarding and aighting of passengers. These trains wi have a traction and braking profie that is in accordance with the operation of up to 24 trains per hour within the centra core section of the route and have main ine raiway operating speeds up to 100mph. The London Crossrai programme wi aso procure new vehices. It is anticipated that these trains wi be approximatey 200 metres ong and based on existing technoogy adapted to meet the service needs. The basic technica characteristics of the Thamesink vehice specification, such as weight, are in ine with those identified in this strategy for the outer suburban raiway. Economies of scae of procurement coud be achieved if the Thamesink and other outer suburban roing stock have a common kinematic enveope, aowing for marketfocused interiors. Roing stock in this sector is ikey to require variants up to 12-cars. The demand characteristics woud suggest that there might be a requirement for a 20 metre and 23 metre variant. The feet serving the interurban and outer suburban market sectors must be abe to operate on both the eectrified network (overhead and third-rai) and parts of the network which are recommended for future eectrification by the Network RUS: Eectrification Strategy. It is envisaged that variants of the vehice woud incude 25kV AC eectric, DC eectric and dua votage. Sef powered vehices may be required if a future business case for eectrification on any of these routes does not warrant further investment in eectrification infrastructure. Type 4 Regiona and rura Vehices serving the regiona market are often cascaded to serve rura routes. Given the earier discussion on the economics of sma orders, it is unikey that the rura sector aone coud economicay be served by a bespoke vehice. A common high eve vehice specification which is suitabe for both the regiona and rura market sectors represents an opportunity for future cost savings. The regiona and rura sectors have a number of common characteristics which may make it possibe to serve them with one generic type of train with the appropriate gauge and traction power. The key requirements for roing stock incude a maximum operating speed up to 100mph. Some rura services wi require sma formations, whist regiona service wi require medium size formations (3 to 5-cars), and ong formations (6 to 10-cars) on busier routes. The fexibiity of being abe to operate in mutipe units is hepfu to meet ower eves of demand in the off-peak. The vehices in this feet woud be 20 metre and 23 metre to give the fexibiity to match suppy and demand. Given that many of the routes in this sector are not recommended for future eectrification in the Network RUS: Eectrification strategy, it is anticipated that the vehice type wi have a sef powered variant. It is envisaged that as the extent of the eectrified network increases, the proportion of sef powered vehices within this feet wi decrease. Type 5 Inner suburban The inner suburban sector describes the market for short distance commuting to, from and within major empoyment centres, for exampe the Great Northern Inners service group to and from Moorgate. This sector accounts for 15 per cent of the tota feet. The inner suburban market has specific characteristics and it is envisaged that this woud have its own vehice type distinct from those operating in the other markets. The key requirements of roing stock serving this sector incude fast acceeration and braking, door ayouts that aow rapid boarding and aighting, and the abiity to operate at a variety of engths between two and 12-car formations. The roing stock s absoute top speed may be ower for this sector, at up to 90mph. 75

76 8. Strategy As with a vehices, the interiors of these vehices woud need to be specified by the TOCs according to the market need. It is anticipated that many of these vehices woud be configured with a high proportion of standing room to meet the heaviest demand approaching the city centres. It is anticipated that the vehice ength for the inner suburban vehices woud predominanty be 20 metres. This is due to the constraints of infrastructure on which they operate. Consideration shoud be given to whether procurement of a 23 metre variant is required to meet demand. A inner suburban routes are either currenty eectrified or are on those routes which were recommended for consideration for eectrification in the Network RUS: Eectrification strategy. There wi be a requirement for DC and AC dua votage variants of the vehice. As with other sectors, there may be a requirement for a sef powered vehice if a subsequent business case or affordabiity constraint meant that uneectrified ines remained so. Summary Tabe 8.1 shows the high eve characteristics which have been identified for Types 1 to 5. Each of the vehice types woud share some basic high eve characterstics and coud account for a arge portion of the tota feet. Each type woud be expected to have variants of power or vehice ength. To achieve economies of scae in procurement, however, it may be appropriate for these to be produced to a common patform to avoid one-off start-up costs, baanced against the needs of avoiding monopoistic suppy chains. 8.4 Infrastructure works required to aow inter-operabiity within a market sector The RUS anaysis has identified which ines on the network are used by trains serving each market sector. It is ceary a compex picture with many ines being used by trains of more than one market sector (for exampe ong distance high speed and outer suburban or inner suburban and outer suburban) and, indeed with freight. If the economies of scae of moving towards a reduced number of roing stock types are to be reaised then it wi be necessary for the chosen types to go virtuay anywhere that its market sector needs it to go. For exampe, if there was ony one high eve specification of the basic dimensions of outer suburban roing stock, it woud be necessary for it to be capabe of operating on a outer suburban routes. Tabe 8.1 High-eve common vehice specifications Market sector vehice type Maximum speed (mph) Acceeration Traction power requirements Vehice ength (m) Minimum equipment eve Door ayout Type 1 Long distance high speed Type 2 Long distance high speed (tit variant) Standard 25kV AC eectric Sef powered Bi-mode Standard 25kV AC eectric Sef powered Bi-mode 23 or 26 Very high End 23 or 26 Very high End Type 3 Inter urban and Outer suburban 100 (occasiona 125) Standard 25kV AC eectric Dua votage Sef powered 20 or 23 High Market decision on door position Type 4 Regiona and Rura Type 5 - Inner suburban Up to100 Standard 25kV AC eectric Dua votage Sef powered Up to 90 High 25kV AC eectric Dua votage Sef powered Bi-mode 20 or 23 Basic Market decision on door position 20 or 23 Basic Market decision on door position 76

77 Network RUS Passenger Roing Stock September 2011 To achieve this, it is important that roing stock and infrastructure are panned together. In particuar, the gauge of structures, patform ength, patform stepping distances, the abiity of the network to accommodate different axe weights, and the tota weight of potentiay heavier onger vehices need to be considered. Asset pans woud need to consider the requirements of each vehice type and, where mutipe types operate, the prevaent requirements. Figure 8.1 shows the network cassified according to where the proposed three main vehice types woud be expected to operate. There are seven combinations; each shown in a different coour on the map. The combinations incude a few routes where a singe vehice type operates but much of the network woud be operated by two or more types. Tabe 8.2 shows each combination in turn and expresses some of the high eve considerations when panning the infrastructure. 77