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Author Topic: GBRTT - CfE - Section 6 - Delivering environmental sustainability  (Read 430 times)
grahame
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« on: January 19, 2022, 06:28:15 pm »

return to http://www.passenger.chat/25896 for the master thread

Section 6 - Delivering environmental sustainability

The Plan for Rail commits to the creation of a comprehensive environment plan that will establish rail as the backbone of a cleaner future transport system, one that aims to protect and enhance biodiversity and the natural environment. That plan, the Sustainable Rail Strategy (SRS), will be one of the inputs to the Strategic Plan, and will build on and develop a strategy for achieving the policy commitments set out in both the UK (United Kingdom)’s Transport Decarbonisation Plan and the Rail Environment Policy Statement that were published in July 2021, as well as the Net Zero Strategy from October 2021.

In addition to tackling the causes of climate change, the rail network must also be able to adapt to the changes already being seen. This means preparing for the impact of extreme weather events and increasing the resilience of the rail network to the impacts of these events – for example, flooding.

When answering your questions, consider the ways in which rail and the rail estate can contribute to wider national and regional environmental policy agendas, support decarbonisation, conserve and enhance biodiversity, improve air quality and increase renewable power generation.

Question 6

a) What is a stretching yet realistic ambition for this objective and what measures can we most effectively use to consider success over the coming 5, 10 and 30 years? What are the interventions over that period which will be the maximum value for money, and what evidence can you share to support your views?

b) What use can the rail sector make of emerging or existing technologies to reduce its impact on the environment and enhance biodiversity over the next 5, 10, and 30 years, and, in a proportionate and cost-effective way, help national and regional authorities to meet their environmental objectives?

c) How can rail best invest in climate resilience, supported by smarter forecasting, planning and technology, over the next 5, 10, and 30 years and what evidence do you have to support your view?
« Last Edit: January 19, 2022, 06:33:31 pm by grahame » Logged

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broadgage
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« Reply #1 on: January 22, 2022, 06:18:03 am »

6a, electrification is the obvious way to both reduce carbon emissions and to improve air quality in and around stations. First priority should be busy routes with large numbers of diesel trains, followed by branches of now electrified main lines.

The priority should be actually electrifying by means of readily available equipment, not studies, research, and consultations.

6b, the two most obvious ways in which the railway can reduce environmental impacts, are firstly by more prudent use of energy, by use of energy efficient lighting and appliances in railway buildings, again actually doing it, not researching.
Fridge in staff room broken=replacement to be of the highest readily available energy efficiency rating. The same for other appliances and equipment.

Also generate as much electricity as possible from solar or other renewable sources. PV modules can be installed on almost any building with a mains electricity supply.
At small stations with minimal facilities, basic passenger waiting shelters, roofed with PV modules should be the norm.
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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
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« Reply #2 on: January 22, 2022, 09:13:21 am »

At small stations with minimal facilities, basic passenger waiting shelters, roofed with PV modules should be the norm.

The energy usage at these stations is mainly at night (a TVM (Ticket Vending Machine) and information display being only likely daytime use) so would ideally would have batteries as well. 
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broadgage
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« Reply #3 on: January 22, 2022, 03:39:20 pm »

At small stations with minimal facilities, basic passenger waiting shelters, roofed with PV modules should be the norm.

The energy usage at these stations is mainly at night (a TVM (Ticket Vending Machine) and information display being only likely daytime use) so would ideally would have batteries as well. 

I disagree, batteries add cost, complexity and losses, and attract the pilfering classes. The intention would be that daytime production would be sold into the grid and night time consumption purchased therefrom. Establised and widely used technology.

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A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
ellendune
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« Reply #4 on: January 22, 2022, 04:34:34 pm »

I disagree, batteries add cost, complexity and losses, and attract the pilfering classes. The intention would be that daytime production would be sold into the grid and night time consumption purchased therefrom. Establised and widely used technology.

Yes that is normal but feed in tariff is a fraction of the normal use tariff so the more you can use yourself the better. 
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