1. Towards The 2030 Railway Prof Andrew McNaughton 8 June 2007

2. Slide 2 Changes since 1980 Railways –Incremental improvement in safety and performance –Some new high speed lines –Cost escalation Communications –Mobile phones –Internet transactions –E-Mail Travel –Low cost airlines from local airports –Private transport improvements Unleaded fuel Aircon, sat-nav, in-car entertainment

3. Slide 3 Why 2030? 25 year horizon allows assumptions that –Most current rolling stock will be replaced –Main lines will have gone through one renewal cycle Rate of change of Railways –Typically 2-3% a year But what we build now will be part of the 2030 railway

4. Slide 4 2030 Assumptions Continued population drift to cities A population which is more affluent… –Increasing demand for travel - 7 days a week –Rising expectations of travel quality and time –Increasing personal security awareness ageing… –Reduced mobility / agility and shrinking –Smaller pool of artisan skilled workers –Continuing rise in real cost of labour Increasing energy costs Private transport will maintain its attractiveness

5. Slide 5 2030 Assumptions

6. Slide 6 Implications The railway of the future will be part of a complete transport system which is… –“Whole journey” –Open 7 days a week –On-time –Low maintenance –Energy efficient & sustainable –Affordable

7. Slide 7 Stations An integral part of the door to door journey –Friendly, bright, secure –Allow for reduced agility / mobility –Easy ticketing, reservation and information Redesigned to promote interchange –Connections which are quick, easy, certain and weatherproof At the right locations

8. Slide 8 Modular Small Station

9. Slide 9 Wayfinding

10. Slide 10 Infrastructure Design for –Very low maintenance –Very high reliability –Minimal service disruption We have started –“Predict and prevent” replacing “find and fix” Measurement Trains Derby Engineering Centre Intelligent Infrastructure programme –New installation techniques –New materials

11. Slide 11 Modular Turnouts

12. Slide 12 Infrastructure Do it in 8 HOURS …or less

13. Slide 13 Recycled Plastic Waste Sleepers

14. Slide 14 Trains High reliability / low maintenance Reduced journey time –Improved acceleration and braking –Reduced dwell times Reduced energy consumption Reduced weight Requires changes across the railway system

15. Slide 15 Infrastructure Higher track quality to reduce vertical forces –High renewal and whole life maintenance specification –Absolute track geometry trials Control of train collision risk Elimination of train risk at level crossings

16. Slide 16 Virtuous Circle Reduced weight vehicles Reduced impact on track Reduced fatigue load Reduced maintenance

17. Slide 17 Capacity Improvement Not (usually) about more tracks Bi-directional signalling and greater automatic train control An “on time” railway with standard trains and stopping patterns Segregation of traffic flows Grade separation at junctions Station track design –Japanese and Swiss “lean infrastructure” approaches

18. Slide 18 Tokaido Shinkansen: Tokyo Station 15 arrivals and departures per hour 19 hours per day 6 platform faces 8 point ends 1 2 3 4 5 6

19. Slide 19 Very high speed railway Light rail route Tramway Community rail route One Railway, Different Needs Metro route Regional mixed route Freight only route Multipurpose route

20. Slide 20 Six Types of Services Four passenger –Long distance (“Inter Metropolis”) –Connecting cities –Connecting townships (“Local”) –Urban and suburban Two freight –Transporting products –Transporting heavy raw materials

21. Slide 21 Between Cities

22. Slide 22 Between Cities Up to 250 mile journey / 110 - 125mph top speed 30 – 50 miles between stops High capacity, lower on-board service Attractive overall journey time through –High frequency / regular stopping patterns –High acceleration and braking / low station dwell time –Efficient guaranteed connections between IC services at hubs and with other transport modes at all stations Design for reliability, low weight / energy use –Traction power issues Personal security through open train design, alarms etc

23. Slide 23 General Freight

24. Slide 24 General Freight Redesign to fit with Inter City traffic –Lighter axleweight, under 20T max –Path between passenger trains –Non-stop speed equal to Inter City train with stops (c75mph) –Same performance regime - ie timetabled and “on-time” –Limited need for loops / sidings –High reliability of equipment –Release access time for infrastructure maintenance Efficient transfer facilities –Assured door-to-door journey time –Minimum turn-around times / maximum resource use –Automated tracking and billing systems

25. Slide 25 Suburban / Urban

26. Slide 26 Suburban / Urban Journey time / attractiveness through guaranteed frequency Convergence on German “train-tram” concept –Very high frequency gives capacity –Lightweight – electric traction –Very high acceleration / braking / minimum dwell time –Simplified signalling control systems (some “drive on sight”) –Automated ticketing Personal security through open design, alarms etc Design for lowest maintenance train and infrastructure Maximum segregation of services but easy interchange

27. Slide 27 Local

28. Slide 28 Local 10-30 mile leg of multi-leg journey / Top speed c75mph Attractiveness / journey time through efficient guaranteed connections rather than high frequency –With bus / taxi at local stations –With IC etc at hubs Simplify everything –Flexible multi-skilled staffing (“bus on rails”) –Lightweight simple easily maintained systems –Infrastructure maintenance between services –Prime mover - bus / lorry engines Personal security though contact with driver and at stations through presence of connecting bus / taxi etc

29. Slide 29 Long Distance (Inter Metropolis)

30. Slide 30 Long Distance (Inter Metropolis) 250 – 600 mile journey / 200 mph top speed At least 150 - 200 miles between stops Segregated infrastructure for main journey section Capacity impact on conventional of train paths Very high quality infrastructure Ability to use of existing track and control systems for city centre access and to serve satellite cities Efficient guaranteed interchange at city centre and “outer ring” stations into other transport modes Energy efficiency through constant speed and “steel wheel on rail” interface “A plane on wheels”

31. Slide 31 Heavy Freight

32. Slide 32 Heavy Freight Minimise through relocating users nearer to ports (eg coal, ore) by government policy Otherwise, create dedicated infrastructure –40T axleweight or more –Avoid gradients

33. Slide 33 Core Theme We must engineer our railway as a complete transport system which is… –“Whole journey” –Open 7 days a week –On-time –Low maintenance –Energy efficient & sustainable …at an affordable price