Richard Sulley’s Post

I’ve felt like a broken record this month reminding different teams that transport is an enabler for our modern lives - and we ought to keep in the forefront of our minds, the lives of people we are hoping will use the different modes and services. Refreshing to read some of these emerging priorities from Louise Haigh MP - “move fast and fix things” is certainly a motto I can get behind. Exciting times ahead in this sector, that’s for sure. #transportinnovation #futuretransport #transportpolicy #greeningtransport #behaviourchange #influencingtransportlab

The hard work has started to deliver the biggest overhaul to transport in a generation. Here are my 5 priorities: https://lnkd.in/gW6b-4bY

Our new transport secretary has set out her top priorities: - improving performance on the railways and driving forward rail reform. - improving bus services and growing usage across the country - transforming infrastructure to work for the whole country, promoting social mobility and tackling regional inequality - delivering greener transport - better integrating transport networks

Finally, a plan for transport that is about more than cars, with a specific focus on mobility to enable social inclusion.

ORR accepts Network Rail plan to improve performance in failing Wales & Western region The Office of Rail and Road (ORR) (ORR) has accepted Network Rail’s plan to try and improve train performance in the failing Wales & Western region. Earlier this year, ORR determined that performance in Network Rail’s Wales and Western region “has been worsening […] since 2021”. A number of these issues revolved around asset maintenance and renewal. This led to an investigation which concluded Network Rail was in breach of its licence condition leading to ORR to request an improvement plan to be submitted to the regulator. Network Rail submitted this improvement plan by the regulator’s deadline of 31 August. In a letter sent yesterday, 26 September, from ORR chief executive John Larkinson to Network Rail chief executive Andrew Haines accepting an updated improvement plan. Larkinson stated that the new plan provides significant improvement on previously presented recovery plans in that it includes significant further development of Project Brunel (Network Rail’s Thames Valley recovery plan), provides a timebound plan to deliver renewal of the headspans of overhead line equipment from Paddington to Airport Junction and includes far greater detail and commitment around the operational and performance improvements that will be delivered in the long-term. He further concluded the updated plan has initiatives that correspond to all of the recommendations in ORR’s investigation report and sets out how the plan will be governed and managed. He wrote: “Crucially, it is our view that, if delivered effectively, it is likely to lead to better train service performance for passengers and freight. “Based on our assessment, we are satisfied that Network Rail has complied with the first part of the final order. Network Rail is therefore not required to pay the reasonable sum of £3M, which would have become payable if the plan had not met this requirement.” The plan includes nearly 60 individual actions, including proposals to: Improving the timetable to be more resilient Improving the forecasting of extreme weather events Investing in asset reliability and performance Investing in people, including improving performance leadership, behaviours and accountability Improved learning and insight from past and future disruption events Increased collaboration between industry bodies, including train operators The ORR now requires Network Rail to implement its new plan, which the regulator will continue to monitor through a rolling programme of six-monthly assessment points (at six, 12 and 18 months). The precise format of these updates will be agreed between Network Rail and ORR at a later date. https://lnkd.in/eRv5Bubz

Canada needs to do the same for VIA! The Federal Railroad Administration (FRA) is conducting an Amtrak Daily Long-Distance Service Study to evaluate the restoration of daily long-distance intercity rail passenger service and the potential for new Amtrak long-distance routes. This study will ultimately create a long-term vision for long-distance passenger rail service and identify capital projects and funding needed to implement that vision. The initial proposal would add 15 long-distance routes, serving 61 additional metropolitan areas to create a true national network. https://lnkd.in/gzriNt_F

Now that the U.S. is finally starting to build high-speed rail, it risks creating a “inchoate and fragmented” system of networks that promote parochial concerns over national needs, according to a new report from Eric Goldwyn, the program director of transportation and land use and an assistant professor at the NYU Marron Institute of Urban Management. Congress is largely to blame as it has not made high-speed rail a major priority, Goldwyn allowed, and support from the U.S. Department of Transportation shifts from one administration to the next. The hands-off approach at the national level means that projects take longer to finish and cost more than they otherwise would. As a result, Texas Central, Brightline West and California High-Speed Rail are all using different technical standards for the kinds of rail they use, signals, right-of-way dimensions and traction power facilities that deliver electricity to the trains using overhead wires. And in some cases, the U.S. projects are mixing components that are standard in Europe or Japan with what is available locally. But a lack of common standards could also be an obstacle for high-speed rail development, Goldwyn said. Learn more at the link below: https://lnkd.in/eNYFJPdj #highspeedrail #transportation #infrastructure #passengerrail #fra #congress

The development of high-speed rail in the United States now also has legislative support. The American High-Speed Rail Act has the clear intention of building an infrastructure network for high-capacity, high-speed trains, with an investment of $205 billion over five years. This is one of the big projects to get America moving again. #Webuild

Interesting piece from Fast Company on the prospect of US High Speed Rail in our future. I appreciate the big picture context. And it’s always nice to see Eric Goldwyn quoted! My thoughts? Well yes, we certainly admire the incredible, world-class HSR networks of Japan, France, Spain, the UK, and many other nations around the globe. This past September I rode the high speed train from Shanghai to Beijing, leaving me speechless. And YES, we do have the expertise and experience to build world-class HSR here in North America. And we are also exporting HSR innovation around the world with our partners. I would not characterize it as a commodity product or service, though. As for here in America, the question is not if or how but when. It’s not even about political will at this stage. Americans in Blue or Red States increasingly want to see more travel options that are faster, better, less polluting, more dependable, economical and comfortable. Americans across the political spectrum are united in wanting our rural areas to be better connected to urban areas. Not by highways or short haul flights. It’s just a question of time. We are speeding in the direction of excellent and widespread North American HSR. In case you missed our HSR rail playbook, check it out here: https://lnkd.in/exsN89za AECOM - Transportation AECOM - Buildings + Places

The development of high-speed rail in the United States now also has legislative support. The American High-Speed Rail Act has the clear intention of building an infrastructure network for high-capacity, high-speed trains, with an investment of $205 billion over five years. This is one of the big projects to get America moving again. #Webuild