5_Londonundergr

New Tube For London NTfL Strategy Sponsors Update 1st October 2014

Networks in Planning London Underground David Hughes, Director of Major Programme Sponsorship UITP, Budapest May 2015

PresenterPresentation Notes

It is a pleasure to be asked to speak here in Budapest and share with you our ideas and vision for the upgrading and modernisation of London Undergrounds Deep-level Tube lines The New Tube for London programme.

(Next Slide)

World class transport for a world class city

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PresenterPresentation NotesLondon truly is a World Class City . And London deserves and needs a World Class public transport system

At TfL our investment programme is ambitious. And it needs to be. We are still dealing with the legacy of decades of underinvestment, reliant on early 20th Century infrastructure this against a backdrop of ever increasing demand.

My aim this afternoon is to give you a feel for some of the technical challenges we face in meeting that unprecedented demand growth, given the constraints of our legacy Tube infrastructure and its constraints.

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TfL Rail & Underground: The network today

3

5 modes

15 lines Over 430 stations

Over 1200km of track

1.5 Billion Passenger

Journeys/year

Capital programme: 1.6 Bn/year

UNDERGROUND

PresenterPresentation NotesWe are delivering an enormous amount of complex capital investment, in a network thats never faced more challenges in terms of demand levels, customer expectations, longer operating hours etc etc.

Todays Tube: World-class services on 2 modernised lines

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Jubilee line: GoA2 - 33% more capacity - 12,500 more customers per hour - 30 trains per hour at busiest times

Victoria line : GoA2 - 21% more capacity - 10,000 more customers per hour - 34 trains per hour at busiest times

PresenterPresentation NotesThe benefits of our investment programme are already being realised. We know what TfL can achieve perhaps best show-cased by the 2012 Olympics.

Were already running truly World-class services on two of our lines the Jubilee and the Victoria. Both are running in excess of 30tph at GoA2, with plans to increase this to 36 tph within the next few years.

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Tube demand is growing faster than supply ... ....and will continue to grow

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0%

10%

20%

30%

40%

50%

2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13

Demand (Passenger Journeys) Service Volume (Train KMs)

Rail & Underground growth since 2003/04

27% growth from now

to 2022/23

28% growth since

2009/10


London is the engine room of the UKs economy. Demand for public transport in London reflects our Capitals economic and population growth and the Underground must keep pace with this demand if London is to maintain its global position and competiveness as a good place to do business.

Demand for Underground services has doubled in the last 30 years ....and Londons population continues to grow - from 8.4 million today to a forecast 10 million by 2030.

The opening of Crossrail in 2018 will provide a much needed extra 10% rail capacity in London.

But demand is still expected to outstrip our network capacity and Peak Hour Crowding even after our planned upgrades will continue to be a problem.

So we need to think differently and innovate - to squeeze every drop of capacity from our network in particular the smaller Deep level Tube lines.

(Next Slide)

Responding to these challenges: Our Plan

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Reliability and safety 1

Customer Service 4

Efficiency People Technology

Underpinned by:

Capacity from the current network 2

Capacity from growing the network 3

PresenterPresentation NotesA summary of the R&U Plan for meeting the challenges we face four key priorities.

The line upgrades including NTfL come under the second of these. Capacity from the Current Network

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Unlocking capacity from the current Tube network

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Wor

ld C

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Cap

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orth

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line

Upg

rade

Sub-

Surf

ace

Railw

ay

Upg

rade

St

atio

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PresenterPresentation NotesAs Ive already mentioned, weve already successfully upgraded the Victoria and Jubilee lines, with a programme of works now in hand to fully exploit system capacity to World Class levels on these lines.

A new Thales signalling system has also now been installed on the Northern line, and with the introduction of a new timetable in December 2014, customers are now enjoying faster journeys and 20% more capacity with further service enhancements being planned.

Weve rolled out new air cooled, walk through S-Stock trains on the Metropolitan, Hammersmith & City and Circle lines. Theyre now being rolled out on the District line as well. Once the re-signalling of these lines is complete, well have added more than 30% more capacity on the oldest Sub-Surface lines.

So around 2/3rds of the line upgrades are now delivered or committed

(Next Slide)

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Our Line Upgrade plan


- The remaining 1/3rd of network is planned to be addressed by the New Tube for London Programme (Bakerloo, Central, Piccadilly and Waterloo & City lines) in the 2020s shown here in dark blue.

Shown here is the % capacity increases achieved or planned from our line upgrade plan.

As you can see, the tube upgrades are being delivered alongside a much wider programme of TfL improvements including capacity increases on the Overground network, the DLR and the new Crossrail line Europes largest construction project.

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Stratford Olympics / Regeneration area

Kings Cross / St Pancras International

West End

City of London Heathrow Airport

Four lines, 250 trains and 350km of signalling Over 2 million boarders per day, 34% of network Critical links for City, West End, international air and rail

services, main line rail termini and suburbs

Main line terminus

0.4m 0.9m 0.7m 0.1m 2.1m Boarders / day

Unlocking Capacity: 2020s The New Tube for London Programme

PresenterPresentation NotesSo whats next in our plan? Well its is about the modernisation of the Piccadilly, Bakerloo, Central and Waterloo & City lines our New Tube for London programme - NTfL

The Piccadilly line alone currently serves 210 million customers a year, with a 20% increase in demand expected by 2020.

These lines serve key destinations and provide critical links in the network for over 2 Million passengers a day - between Heathrow Airport, the West End, the City of London and the international rail hub at Kings Cross/St Pancras.

Legacy train systems on these lines date from 1970s 1980s (including LUs oldest trains the Bakerloo line 1972 Tube Stock)

With each line currently having different types of trains and signalling systems theres a huge opportunity for us to achieve greater standardisation and economies of scale in renewing these assets more cost effectively than a piecemeal series of line upgrades.

The New Tube for London programme is now in the Design and Specification stage and moving into the early stages of delivery in 2016.

(Next slide)

Legacy: Fixed Infrastructure constraints:

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3.5 metre diameter, cast iron-lined tube tunnels

Line topography and curvature: following the street plan above

Fixed Platform lengths and Headwalls

Station/tunnel depths Poor Ventilation

Insulated 4-Rail DC traction supply

PresenterPresentation NotesThese deep level tubes were constructed with private capital in the early 1900s and were to some extent built on the cheap

With small bore tunnels, the topography of the lines often followed the street patterns above to avoid the payment of compensation (Wayleaves) to property owners (Diagram is at Bank, Central line)

With very tight curves in some locations, line speed is limited and the small diameter tunnels greatly restrict the size of the trains contrast this with Crossrail where long, fullsize trains will run in straighter, higher speed tunnels.

So the infrastructure weve inherited is largely fixed and prohibitively expensive to change in size we must therefore squeeze the maximum capacity from these constraints.

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Higher service levels and increased performance .....

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Deeper, small bore tube tunnels allow less heat to escape and have higher train and station temperatures

...has led to increased energy levels and higher tunnel temperatures over time

32oC is a key threshold

1 2

3 4

Mitigating tunnel and station temperature rise is a key NTfL objective

PresenterPresentation NotesYes! The Deep Tube lines are warm.

Temperatures have doubled since their original construction and the ground around the tunnels has become heated and saturated over time such that it can no longer effectively dissipate heat into to surrounding clay. Temperatures have doubled since construction over a century ago.

Heat energy released in traction and braking is very difficult to remove - There no mid-tunnel ventilation shafts on the older lines as on the Victoria Line - and the original ventilation design certainly did not anticipate the volume and performance of train services we see today.

With further increases in service levels planned to World Class levels and with train-borne Air Cooling in prospect - we must now take a whole system view and apply measures to mitigate further temperature rise.

This will mean improving station and tunnel ventilation systems . And in some locations we expect to install Platform Air Handling Units heat exchangers as seen here on the Victoria line to remove heat from the platforms and pump it to the surface.

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0255075

100125150175200

73TS

Regenerative braking and future train Saloon cooling

More performance and 33 tph

Station and tunnel cooling

Annu

al T

rain

Ene

rgy

Reje

cted

as H

eat (

GWh) Saloon cooling

Braking

Auxiliaires

Friction

Drive/losses

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24

26

28

30

32

34

Sum

mer

air t

empe

ratu

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(C)

Platform

Saloon

Warm

More capacity increases rejected heat

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Step change in heat caused by capacity rise

Step change in comfort caused by saloon cooling

PresenterPresentation NotesTo address the unique challenges of the heating characteristics of our deep tube infrastructure we have matured a tunnel ventilation model over a number of years. This allows us to predict the changes to the tunnel and platform temperatures underground and the consequential average saloon temperatures.

This diagram shows the predicted heat energy discharged by the train service and its impact, through the various migration stages, on air temperature in the tunnels. (Migrating from left to right of the chart starting with 73TS today)

As you can see the on-train temperatures are greatly improved by the introduction of saloon air cooling but overall tunnel temperatures are increased by higher performance trains at higher service frequencies.

The result is the need to mitigate a net increase in tunnel temperatures through a number of infrastructure cooling interventions.

(next slide)

Optimising Energy Utilisation - Strategies

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Increase traction power efficiency Increase line voltage to

750V dc

Reduce losses in the conductor rail system

Maximise Regenerative Braking capability

Feed any unused Regenerative energy back into the LU power network


Weve been developing Energy optimisation techniques over a number of years which we intend to apply in the modernisation of the Deep Tube lines again to reduce the heat dissipated into the tunnels.

Energy recovery measures include:

- Reducing traction supply transmission losses by increasing line voltages from 630V dc to 750V dc and installing Low Loss conductor rails

- Maximising Regenerative Braking capability with power sections increased in size to ensure braking energy is recovered by other trains in the area

- The trialling of dc to ac Inverters at the Sub-Stations to recover surplus Regenerated energy for redistribution to LU power distribution network

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Capacity: Building on current good practice: S Stock Air-Cooled trains with open, wide gangways between cars to increase capacity and enhance security

All-Double doorways to improve boarding and alighting times

PresenterPresentation NotesSo in maximising capacity - what does good look like?

Valuable lessons have already been learned from the recent introduction of our new S Stock trains and the Overground EMUs (ELL & NLL) which are very popular with our customers

Our customers now benefit from Air-Cooled carriages with wide, inter-car gangways which allow free movement between the cars to ease overcrowding.

Wide All-double doors also provide optimum boarding and alighting performance to reduce overall journey times.

But how can these desirable features be incorporated within the constraints of the smaller deep Tube trains?

(Next)

Capacity: A new approach to Tube train design

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Open, wide gangways and all-double doors on a tube train require vehicle articulation

Shared bogies fix the relative lateral movement of the car ends

Fewer bogies will

release under frame space for equipment

PresenterPresentation NotesWell, our development programme - conducted with the supply industry over the last 3 years - has shown that a new configuration of Tube train is feasible

With shorter cars and shared bogies an articulated formation will enable evenly spaced double-doorways and open wide gangways for the first time ever on the deep Tube lines.

Positioning the bogies under the pivot point between the cars in this way will eliminate the end throw seen today on tight reverse curves.

TfL has engaged industrial designers (PriestmanGoode) to develop the concept train design into the images you see in these slides to provide the clearest view yet of what the customer will experience on a Tube train in the future.

As you can see the biggest single prize is in the opportunity for a fully walk through train interior enabled by articulation - which for a given train length adds about 10% to overall train capacity.

This slide shows the flexible section between the cars which will replace the fixed end-wall and emergency doorway in todays trains.

Fewer bogies on each train also creates more underframe space for mounting equipment which as we shall see is much in demand for the proposed installation of a modern Air Cooling systems.

(Next Slide)

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NTfL Design Concept

Saloon Air Cooling

All-Double doorways

New train configuration will enable Air Cooling equipment to be fitted under the cars

Wide, evenly spaced double doorways to improve boarding and alighting

PresenterPresentation NotesThe shorter cars (at around 11m long) will provide a closer fit at curved platforms, reducing gaps at the Platform to Train Interface.

The evenly spaced doors, (at 1.6-1.7m wide) with 2 sets of doors per car will improve boarding and alighting speed and reduce platform dwell-times.

We also aim to maximise the overall train length within platform constraints - which will magnify the overall capacity increase to nearer 20% compared with todays (1973 Tube Stock) trains on the Piccadilly line

A key objective is to introduce Saloon Air Cooling for the first time on the deep level tube to meet our customers expectations.

This is a challenging feature of the new train design since conventional trains have roof mounted cooling plant and clearly there is no headroom for this approach on tube trains. A solution has been found by taking advantage of the underframe space - freed up by the reduced number of bogies in the articulated train formation.

(Next Slide)

Automation: Operational control

The importance of a People change programme for GoA4 is recognised

Design of new operational models underway

Mobile staff roles and functions defined

Visualisation techniques used to engage a range of stakeholders

PresenterPresentation NotesOf course its not all about the train and we are developing the operational requirements for Railway Control Systems for the management of the future train service in GoA4. This will involve new and more flexible staff roles mobile staff who can provide a customer-facing role on the train, and who are capable of managing the service in the control room.

This will be a major business change programme and staff engagement will be critical to ensure the smooth transition to new and more rewarding job roles.

Achieving GoA4: Legacy Infrastructure challenges

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Several busy central area stations have curved platforms with large horizontal gaps

Extensive open section running: Segregating the guide way:

Trespass prevention Security measures Vegetation control Access security

PresenterPresentation NotesThe legacy railway infrastructure presents us with some unique challenges to GoA 4 operation and in particular the safe management of the Platform Train interface.

At several stations such as Bank on the Central line and Holborn on Piccadilly line the curved platforms present large horizontal gaps to customers boarding and alighting trains.

The trains currently oversail the platforms such that there is a vertical step of about 120mm into the trains.

The extensive suburban open-air sections of the lines must be made secure and free from trespass. Surrounding vegetation must also be controlled to reduce incursions onto the track or guideway.

PTI: System Development

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Modular PED design is needed for efficient line-wide installation

Mechanical Gap-Filler systems will be needed for critical doorways at curved platforms to mitigate safety risks Highly reliable systems are required with integrated PED and Gap-filler solutions Piccadilly line: ~100 mechanical gap fillers required at 14 platforms

PresenterPresentation NotesTo enable fully automatic operation and safe management of the PTI risks, will require the line-wide implementation of Platform Edge Doors (PEDs) and mechanical gap fillers.

ChallengesPEDs require level access which means raising the platforms by some 120mm. This must be done whilst maintaining the service without impacting on the safety risks. Curved platforms provides additional challenges with increased gaps through this transition phase.

PEDs need to be erected on the platforms. PEDs are normally designed to be assembled on site under greenfield construction conditions rather than on live operational railways. We are seeking a modular PEDs solution which can be rapidly erected during engineering hours at night without disrupting train services.

The PEDs and Gap-filler system will need to be fully integrated and will be expeted to perform with very high reliability to mitigate any performance risk to the high-frequency (33TPH) services.

The final state is for level access between the platform and the train with the PEDs managing the PTI risks.

In some cases the PEDs alone will be insufficient requiring the deployment of mechanical gap fillers and secondary detection.Potential impacts on dwell time needs to be carefully managed to avoid a capacity penalty.The system must be reliable enough to support a high intensity automated railway.

Automation challenges: Migration

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Mixed fleet and door spacing drives PEDs installation after legacy fleet withdrawal

Conversion to GoA 4 operation will follow line-wide PTI works

New trains introduced alongside existing fleet and platforms

An interim ATO driving position will be required for initial GoA2 operation

PresenterPresentation NotesThe migration stage with the introduction of new trains alongside the existing fleet present further challenges.

The door spacing will be different. This means that the PEDs cannot be installed until after the old trains have been withdrawn from service.

The new trains will need to be introduced in GoA2 along with new signalling. This will require a conventional driving position on the new trains.

GoA operation cannot commence until the infrastructure including platform adjustments and PTI safety and security measures has been completed.

Automation: New Train design enabled for GoA4

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New trains will require a driving cab when introduced, but once infrastructure enabling is complete, the system can be configured for Fully Automatic GoA4 operation the cab can be removed to create additional customer space


The new trains will therefore be designed such that the driving cab can be easily removed and reconfigured to provide much needed additional customer accommodation with an emergency driving position for recovery of stalled trains or depot movements as required.

(Next Slide)

NTfL: Line Modernisation Plan

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Piccadilly line: GoA2 by 2026 (GoA4 2028): 60% more capacity 19,000 additional passengers/hour

Central line: GoA2 by 2033 (GoA4: 2035) 25% more capacity 12,000 additional passengers per hour

Bakerloo line: GoA2 by 2028 25% more capacity 8,000 additional passengers per hour

Waterloo & City line: GoA4 by 2032 (GoA4) up to 50% more capacity c9,000 additional passengers/hour


The priority for the New Tube for London programme is the modernisation of the busy Piccadilly line which is hugely capacity constrained to operating services at only 24TPH today by the legacy signalling and rolling stock design.

With line-wide re-signalling and around 100 new trains to be introduced from 2023 we expect to complete the Piccadilly line capacity upgrade by 2025/26

The manufacture of new trains will then roll-on to the Bakerloo and Central lines and overall programme completion with the W&C line upgrade is not expected until the early 2030s.

(Next Slide)

New Tube for London: Summary

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Maximising Capacity: Modernisation of the Piccadilly, Bakerloo, Central and W&C lines will include re-signalling and new configuration trains for GoA2 operation

Delivering Air Cooling: is possible for the first time by a new approach to deep tube rolling stock design

Higher levels of Automation: Migration to GoA4 can be achieved following the deployment of line-wide safety systems including PEDs and Gap fillers

PresenterPresentation NotesSo in summary

The NTfL programme has been developed to take an innovative and holistic approach to providing much needed extra capacity on the Deep Tube lines.

A new approach to Tube Train design will release extra capacity whilst providing Air Cooling for our customers for the first time on these lines.

Careful design and planning will ensure that temperature rises can be avoided even with higher performance trains and more frequent services

Higher levels of Automation are becoming the norm for Metros worldwide and the safety systems needed will need to be carefully designed from the outset to deliver performance and reliability in this challenging environment.

Thank you: Questions.

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More details on the NTfL programme are available on the TfL Website at: www.tfl.gov.uk/newtube

PresenterPresentation NotesThankyou.

You can find out more by visiting our TfL website at this address.

Any questions?

Slide Number 1World class transport for a world class cityTfL Rail & Underground: The network todayTodays Tube: World-class services on 2 modernised linesTube demand is growing faster than supply ... ....and will continue to growResponding to these challenges: Our PlanUnlocking capacity from the current Tube networkSlide Number 8Unlocking Capacity: 2020sThe New Tube for London Programme Legacy: Fixed Infrastructure constraints:Higher service levels and increased performance .....More capacity increases rejected heatOptimising Energy Utilisation - Strategies Capacity: Building on current good practice: S Stock Capacity: A new approach to Tube train design NTfL Design ConceptAutomation: Operational control Achieving GoA4: Legacy Infrastructure challenges PTI: System Development Automation challenges: Migration Automation: New Train design enabled for GoA4 NTfL: Line Modernisation Plan New Tube for London: SummaryThank you: Questions.

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