Digital Railway

Programme

Phil Bennett

Commercial Director Digital Railway

10th November 2016

Produced in partnership with…

The digital railway brings together systems, technology and business

change in an integrated way

It will focus on areas that offer best value for money, balancing benefits with affordability.

European Train Control System (ETCS)

allows trains to run closer together and to travel at

their best speeds whilst maintaining safe braking

distances.

Traffic Management (TM)

maximises performance as trains flow across the

network, maximising the throughput that existing

track can support and adapting in real-time as

network conditions change to aid rapid recovery.

Connected Driver Advisory Systems

(CDAS) + Automatic Train

Operation (ATO)

provides decision support to drivers in the cab so that

they have the information they need at the right time

to boost performance and safety.

Telecoms + Data

through FTN and GSM-R, will underpin and connect

all these systems.

Industry Readiness

builds capacity and capability and develops expertise. Enables the workforce and industry to adopt new technologies and

ways of working, build digital capabilities and maximise the benefits of the overall systems.

2

The digital railway enables us to manage and operate the railway in a

very different way

Manage and control trains better We can safely and cost effectively cater for increasing demand for rail

travel and freight paths, automating control of trains to smooth the flow and

improve performance.

Manage our physical infrastructure better The system provides data that can be used to operate and maintain these

assets in a predict and prevent way, aligning with the future operating

model for how the industry will work together to maintain and operate the

railway.

Provide better information The open data generated by a digital railway will allow other parties to

provide better, more targeted information about delays. It will provide

greater level of real-time detail about the locations of trains between stations.

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It also enables the industry to…

The digital railway programme will…

Key Digital Railway Technologies

Connected Driver Advisory

System (C-DAS)

In-cab digital decision

support tools give drivers

the information they need

at the right time.

Traffic Management (TM):

TM maximises network

performance by managing

the movement of trains

more effectively.

1

European Train Control System (ETCS): Scalable digital signalling which is easier than conventional signalling to deploy and which enables more trains to run safely

on the track.

2 3

Readiness

Outcome

Could be delivered today For future development and integration

ETCS L2 TM C-DAS ETCS L3 COMPASS ATO

1. Improved safety

2. Improved capacity

3. Better customer information

4. Better connectivity

5. Better business information

6. Improved performance

7. Increased network availability

8. Reduced journey time

9. Better environmental sustainability

10. Lower whole industry / whole life

costs

11. Increased global leadership and

skills

Technology readiness level 7 7 5-7 3 3 3

Key: Limited relevance Medium relevance High relevance Technology readiness level: Estimate of technology

maturity from a low score of 1 (basic principles observed and

reported) to a high score of 9 (active technology proven

through successful use in an operational environment)

Why is Digital Railway Required?

Britain’s railways are in high demand

0

200

400

600

800

1000

1200

1400

1600

1800

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015

Total passenger journeys (Millions per annum)

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Passenger numbers have doubled since

1996 and are set to double again over the

next 25 years.

We are running more trains and adding

more carriages, but with these changes

alone we cannot meet projected

demand

800

850

900

950

1,000

1,050

1,100

500,000

550,000

600,000

650,000

700,000

750,000

800,000

2011 2012 2013 2014 2015

Nu

mb

er

of

train

s

Seats

an

d s

tan

din

g c

ap

acit

y

Trains, seats and capacity on journeys from all major cities into London in the 3 hour morning peak

Seats Capacity # Trains

And the DfT’s Rail Freight Study also

shows the growing demand for rail

freight services in recent years.

The railway is full, which affects performance

This gradual decline in train performance

is likely to continue as the railways get

busier and busier, unless we find a way to

run more trains and improve how we

manage our existing network.

* The public performance measure (PPM) shows the percentage of trains

which arrive at their terminating station on time. It combines figures for

punctuality and reliability into a single performance measure. It is the

industry standard measurement of performance.

More passengers standing in the

vestibule and getting on and off

means the train takes longer to

stop, set down, pick up and depart

at platforms.

350,000

400,000

450,000

500,000

550,000

600,000

650,000

50%

60%

70%

80%

90%

100%20

03/0

4…

20

04/0

5…

20

05/0

6…

20

06/0

7…

20

07/0

8…

20

08/0

9…

20

09/1

0…

20

10/1

1…

20

11/1

2…

20

12/1

3…

20

13/1

4…

20

14/1

5…

20

15/1

6…

Tim

eta

ble

d t

rain

s p

er

peri

od

% P

PM

Su

ccess

National PPM* vs. Train Count

PPM

Train Count

13 per. Mov. Avg. (PPM)

13 per. Mov. Avg. (Train Count)

Data Source:

BOPSS PPM

20

25

30

35

40

45

15,000

17,000

19,000

21,000

23,000

25,000

27,000

29,000

06/07 07/08 08/09 09/10 10/11 11/12 12/13 13/14 14/15 15/16

Dela

y p

er

incid

en

t

No

of

incid

en

ts

No. of incidents - 13 periodaverage

Delay per incident - 13 periodaverage

No of incidents vs Delay per incident

Meanwhile, the practical reality for drivers involves driving on yellows/double yellows, and the adoption of defensive

driving techniques that (rightly) prioritise safety over shorter headways.

When the system is above capacity, if a

train misses its allocated time at several

stations on the route, passengers are

significantly late getting to their

destination and the delay ripples to

other parts of the network throughout the

day. As passenger numbers grow, overall train punctuality will decline.

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Long-term trends mean that this problem is most acute in some

of our major urban areas

Long term demographic trends like

population growth and urbanisation mean

more people travelling within and between major

cities and city regions. People in urban areas use

public transport to get to work…

… but major stations like Birmingham

New Street, Kings Cross, Leeds, Euston,

Manchester Piccadilly, Paddington,

London Victoria and London Bridge which

connect into and between our major

urban areas are already full at peak

times.

Better performance and additional

capacity will enable more people to travel more

reliably into and between cities.

Network congestion extends over a

widely defined catchment of the major

cities, especially in the morning and evening peak

periods.

Crowding heat map based on peak

passenger numbers and load factor 46

41

59

60

EdinburghGlasgow

Birmingham

ManchesterLeeds

Liverpool

Cardiff

Bristol

Sheffield

Nottingham

Leicester

Newcastle

Aberdeen

London

9

Options to improve capacity are increasingly limited

There are broadly four ways of improving capacity on the railway. But as the analysis below shows, two of the options are

no longer available where the problems are most significant. Our roads are very congested, and we have exhausted

options that lengthen trains and platforms where it is most needed. Building new tracks into our biggest, busiest cities

would be hugely expensive and disruptive (and in some places is simply not possible). We need to find a way to get more

performance out of our existing railway and manage our network more efficiently.

Cost of deliv

ering c

apacity

Conv.

Digital + Conv.

Do nothing to address capacity challenges: rely on other modes of transport

Less disruptive

conventional

enhancements,

marginal

incremental

capacity e.g.

lengthen trains

Highly disruptive

conventional

enhancements e.g.

build a new track

(offers a step

change in capacity

vs option 2)

We have four options…

• Do nothing to address capacity

challenges, rely on other modes of

transport e.g. road

• Less disruptive conventional

enhancements e.g. lengthen trains

• System upgrade: Digital

technologies and enabling

conventional e.g. grade separation

• Highly disruptive conventional

enhancements e.g. build a new

track

In the most congested areas major

roads are full and we have already done

what we can with conventional options

like lengthening trains.

In these areas we now face a choice:

Digital + Enabling Conventional

system upgrade

Major Conventional

1

2

3

4

System

upgrade:

Digital

technologies

and enabling

conventional

e.g. grade

separation,

station works,

junctions etc

3

4

1

2

3

4

10

In the most congested areas we have exhausted these options

Glasgow

Edinburgh

59

60

Derby

Crewe

Manchester

York

Leeds

Cambridge

41

ElyBirmingham

Norwich

Peterborough

46

Southampton

Brighton

Dover

LONDON Southend

CardiffReading

Our studies show digital railway interventions and enabling conventional

is the clear option to address the challenge on our network

Where capacity is needed and we have exhausted low disruption conventional enhancements, a

system upgrade of digital + enabling conventional works is the best option to address the

challenge. Our case studies show it will deliver capacity and performance improvements sooner

and at comparable or lower cost than conventional only works. It does this through unlocking the

maximum capacity potential through system upgrade.

Cost of deliv

ering c

apacity

1920 - 1995 1995 – 2015 Future

Conv.

Digital + Conv.

Conventional

only:

Lengthen

trains and

platforms,

infrastructure

interventions

Enabling

Conventional*:

e.g. Junctions,

grade separation

System

upgrade:

Digital: ETCS,

TM, C-DAS,

ATO

Major

conventional:

Major

infrastructure

programmes

and network

configuration

e.g. building

new viaducts

Digital + Conventional

Planned Digital +

Conventional

Planned infrastructure

programmes

We are here:

In most places

where capacity

is needed we

have already

done what we

can

Now we face a

choice:

System upgrade

(Digital + Enabling

Conventional) or

Major Conventional

*DR needs to be accompanied by other measures to generate the benefits that have been obtained in a metro context. For example

new and uniform train-fleets designed for shorter dwell times, junction improvements to reduce conflictions, station works etc. Digital

Railway will therefore need to work closely with industry partners to realise its benefits.

HS2

Crossrail 2

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Do nothing to address capacity challenges: rely on other modes of transport

ECI Programme

Team members selected based on knowledge and experience and cross

industry teams formed to support seven work streams:

1. Traffic Management

2. Cost Reduction

3. ERTMS Specification Review

4. ERTMS Capacity Proof

5. ERTMS Ready Spec

6. Working together

7. Trans Pennine Upgrade

Each work stream has a team leader appointed from the supplier

nominations.

The work streams are tasked with completing their work between October

and December 2016.

Procurement Approach

Collaborative Strategy

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Typical Packaging Strategy

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Relationship Structure

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Collaborative Relationship

Relationship Management

Plan

Client

Prog Mngt

System Integration

Business Change

GMS-R

FTNx

ETCS,

TM & C-DAS

Compass

Enablement

Civils

Level Crossings

Removals

Train Fitment

Freight Fitment

OTM Fitment

Data

Find Out More

Digital Railway website – www.digitalrailway.co.uk

Source of materials and background info on previous events

Notice of regular digital railway supplier events

Programme news stories

Industry groups & bodies

Rail Delivery Group

Rail Supply Group

Railway Industry Association

philip.bennett@networkrail.co.uk

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