Tram Train Emerging Lessons for the UK

Transcription

1 Tram Train Emerging Lessons for the UK Barry Graham Northern Rail Simon Coulthard Network Rail

2 Introduction The is a co-operative venture between: Northern Rail: procuring and operating tram trains Network Rail: design and construct infrastructure South Yorkshire PTE: owner of the Supertram network Department for Transport: strategic guidance and funding

3 Project Objectives 1. To understand the changes to industry costs of operating a lighter weight vehicle with track brakes on the national rail network 2. To determine changes to technical standards required both to allow inter-running of light weight tram vehicles with heavy rail passenger and freight traffic and to gain the maximum cost benefit from tram-train operation 3. To gauge passenger perception and acceptance of light rail tram-train services 4. To determine the practical and operational issues of extending tram-trains from the national rail network to onstreet running

4 How we see the Tram Train offer

5 Potential Application Regional / Suburban line into street tramway Rural Branch Line New Light Rail connection on old trackbed or street Regional / Suburban line to main line station forecourt

6 Key Technical Learning Vehicles Procurement Power Source and Fuel Consumption Ride Quality Passenger Environment Operating Model Infrastructure Wheel/Rail Interface Implications Train Protection & Crashworthiness Stations & Public Behaviour

7 Procurement European tram train products still evolving, e.g: diesel traction package greater compliance with heavy rail standards crashworthiness (increase in end loading) energy recovery toilets Passenger comfort (air conditioning)

8 Diesel Emissions No affordable offers for diesel electric tram trains due to: Small order size, No suitable NRMM Stage 3A or 3B compliant diesel engines available, Current products need to be reengineered to comply with European standards.

9 Traction Energy Supply 750 v dc the core traction package; 25kV ac equipment or diesel power pack can be accommodated at additional cost and weight; Regeneration into OHLE possible; On board energy recovery systems not yet available in production form for tram train; Specification needs to be optimised to maximise environmental benefits (i.e. no air con and appropriate performance).

10 Vehicle Procurement - Future Electric tram trains the norm in mainland Europe, which will be trialled in Phase 2. Needs joined up procurement to achieve value for money. Large orders elsewhere in Europe may stimulate manufactures to offer affordable diesel electric tram trains in future.

11 Phase 2 Procurement Specification varied to an electric tram train with an option for a diesel power pack Current target dates for vehicle procurement Revised ITT was issued in Nov 2009 Tenders due in Feb 2010 Contract Award in mid 2010 Vehicle delivery in mid 2012 Service introduction in late 2012

12 Impact on Passengers Total capacity slightly more than a comparable 2 car DMU; Tram type interior layout with less seats and more standing space; Toilets not usually fitted on tram trains, but some manufacturers are developing products with toilets; Tram train suspensions tend to be stiffer, giving a harder ride.

13 Operating Model Future schemes are a mixture of tramway extensions and heavy rail replacement; Operating solution will be different for each scheme; Industrial relations issues should not be underestimated; Options are being considered for the trial.

14 Railway / Tramway Interface Seamless transition. No change of crew or unit. Clear transfer of responsibilities at the interface. Reliable technology for switching between railway and tramway modes.

15 Timetabling and Performance How do you integrate a fixed departure railway timetable with a headway type tram operation? Who bears the performance risk?

16 Wheel/Rail Interface: Wheel Profiles Profile Optimisation P8 CT3 SST Kassel Manchester Metrolink

17 Why Raised Check Rails? European - raised check rails on curves and S&C Wheel profiles have a stepped Flangeback with 2 back-to-back dimensions 1380mm at running rail height 1360 at check rail height

18 Crashworthiness End loading on existing products is normally 600kN (compared with 2000kN for heavy rail vehicles); Standards change may lead to products with 800kN being developed (in accordance with EN15227 category 3). Side collision risk needs to be considered.

19 Train Protection Possible options to achieve acceptable level of safety include: Automatic Train Operation (100% effective) Additional TPWS fitment to every signal, Double blocking or other special operating arrangements, Increasing overlaps, Reducing line speed.

20 Stations Platform Height and Length Low height platforms to match with low door access height step free Single vehicle formation platform length 35-40m Double vehicle formation required for peak services

21 Station Design Other Considerations DDA compliance Station facilities Foot crossings Fenced Six Foot

22 Safety Verification

23 Key Considerations for Tram Train Proposals Technical Themes Passenger Carrying Capacity Stopping Pattern & Journey Time Route Capacity Is there on-street running? Infrastructure Depots: what is the maintenance strategy? Avoid duplication with the trial

24 Key Considerations for Tram Train Proposals Route Strategy Themes Establish the contribution to HLOS Confirm the change to the operating cost of running the existing railway Confirm the impact on route capacity Confirm stakeholder support Determine final funding requirement

25 Project Timescales Programme is subject to ongoing development Current estimate of system commissioning by end of 2012, subject to: Vehicle procurement, manufacture and testing Infrastructure construction Safety authorisation Final funding approval Interim learning report available to industry during 2010, with further updates