Docklands Light Railways - Essay Example

DOCKLANDS LIGHT RAILWAYS (DLR) + Submitted Docklands Light Railways (DLR) Introduction and Summary Docklands Light Railways (DLR) is an automated light metro system opened in 1987 to operate in the redeveloped dockland area. It is proposed to extend the DLR from Gallions Reach of London Borough of Newham to a new terminus at Dagenham Docks in the London Borough of Barking and Dagenham. Support for the 6.5km extension is included in the Mayor’s Transport strategy, the Transport for London (TFL) investment program and the London plan. It is also included id different master plans and policy documents for the redevelopment of the London Riverside part of the Thames Gateway. The Boroughs have also supported the extension and are working with the Docklands light Railway Limited DLRL to unsure their policy support is adequate. Developing the Royal Albert Dock will transform the surrounding area’s infrastructure and economy. However, it proves a serious technical engineering and logistical challenge with several hurdles. The extension is a key element in the development of infrastructure in the London part of Thames Gateway. It will provide a direct link to the Barking Riverside development area. The elements to be considered are works to the necessary utilities, earthworks, remediation and earth water control. The focus of infrastructure proposal in the docklands is to provide a sustainable community focused around public transport with high densities and mixed uses around stations. The planning consent imposes restrictions to the developer such that no more than 1500 residential units should be occupied before the Transport and works Act (TWA) orders come into force, and that no more than 4000 residential units should be occupied before the DLR extension is operational for fare paying passengers. (Christopher 2013, 10) The DLR extension is proposed due to the inefficient public transport that is slow and may be inaccessible and considered by the Mayor together with the London Development Agency as a priority area for change in the Governments Thames gateway strategic partnership. The new terminus is a viable connection that will link other towns because of its ability to improve transport and saving time. The master plan for Barking Riverside has been approved and granted 10,800 homes as part of the governments plan for Thames Gateway. The route will form three new stations to deliver a sustainable community focused around public transport. The DLR extension should focus on minimal property acquisition and demolition to enable minimum costs relating to the project. The DLR stations will radically improve accessibility to jobs and other facilities to promote significant levels of development. Patronage Forecasting In patronage forecasting, it is important to determine the management and use of the resources that will be provided for the extension of the DLR network. Currently there is no funding for the investment program implementation since the area has been singled out in the development. DLRL (Docklands Light Railway Limited) is allocated with the funds to prepare and make the TWA applicable and promote it by meeting the costs of any related public inquiry into the proposed order once applied for. There are different stakeholders that are required to oversee the allocation of the available funds, such as; the mayor, the TFL (Transport for London) and the Royal Docks Management authority. In this case, the funds from Asian business port (ABP) will not be misappropriated or channeled to other projects. The project is allocated with adequate resources in relation to finance and operational structures. Therefore, it will be the DLRL responsibility to ensure that the employees are ethically responsible and committed to the extension of the DLR. In recent years, patronage forecasting has been inaccurate and overoptimistic. In order to improve investor confidence it is essential to manage demand forecast and patronage risks. An expert with knowledge of associated risks with patronage forecasting should be hired to provide a basis to determine if the forecast is feasible. Long term implications of the forecast should be considered and the returns most likely to use the cost benefit analysis in determining DLRs direction (Confort 2006, 15). Therefore, it is possible to estimate appropriately the outcome of the project. The other projects have commissioned and completed in the most feasible way and hence it is feasible to provide the financing required. Scheme Development A detailed scheme development and design is to be drafted for the DLR extension. In formulating an optimal scheme there should be consultation from experts to draft a plan that will be in line with the objectives. The scheme should focus on the corridor and the routes that will be used when the extension plan is formulated. Transport for London has given a great deal of consideration to the planning of new public infrastructure. The extension should be designed to be able to tackle the residential growth in the area. Extending the DLR from Gallions Reach to Dagenham Dock to is a logical decision on given the role the DRL can have in bringing forward the regeneration plans for the area. After the master plan is prepared, it will require public consent. To convince the public of the project viability, the plan should be detailed on the financing, how the process will be undertaken and future benefits to be realized. The plan consists; the strategic development plan, local development plan and supplementary guidance. The legal aspect should be considered in relation to Transport Works Act. The policies used should also be included to show the direction that was followed in deriving the master plan. (Eisenbahnkarte 1995, 25) The investment scheme should be developed with the main purpose. In the extension of DLR the main purpose is to increase connectivity while maintaining economic and environment aspects in mind. The plan should guide the investor in deciding whether the project will be of benefit and the risks associated. Strategic steps in the plan will be used during the construction; therefore, it will give directions on the procedure. This fact makes the plan the crucial element for smooth operations to the extension. A competent practicing engineer will be useful in formulating the most optimal scheme. The extension would be planned to enable direct services to operate from Dagenham Dock through to Canning Town and Stratford International. The extension will allow direct train operations between Gallions reach and Dagenham Dock would operate at high frequency, in the order of every 6 minutes and would be fully accessible in terms of step free access. The journey times will be reduced considerably by half the initial minutes taken. The extension will interact with the proposed East London Transit (ELT) network phases at a number of key points. DLRL has worked closely with promoters for (ELT) to ensure integration of public transport network in the area including a phasing strategy for delivery of both projects. ELT provides connection between towns and the train network, acting as a key feeder service to the extension for onward connections. (Catford 2010, 30) The Gallions Reach to Dagenham Dock extension will radically improve the accessibility in the local area, by linking the major towns. The extension will include many new stations principally to serve identified sites for major development and also provide local connections to some existing communities in the area. Passengers may also use the route as part of their onward journey to other economic centers. The introduction of new stations terminus will have an impact on the local urban environment but through careful design and proper mitigation, the new stations have potential to be seen as a positive impact on the locals. Using the best designers appointed jointly by DLRL and Design for London, the infrastructure on the extension have been planned to reduce the potential for crime and disorder. The train operations will enable improved efficiency in the transport sector while minimizing the risks in relation to the customers. It will enable saving time for travel in between the route and improve the business operations to be carried out in that area. Cost Estimates The cost estimates are to be carried out by the DLRL. The prevailing market rate and expected economic activity increase or decrease, may be used to determine the current and future costs for the extension. The expenditure is not included in the current Transport for London plan and therefore cannot be accommodated in the current funding settlement without displacing another capital expenditure. It is up to the DLRL and the responsible authority for development as the mayor to seek alternative sources of funding. Given that the extension supports housing development, there is a strong argument for specific funding to be provided by the central government (Nash C 2002, 35). Procurement of tenders will also determine the total cost of the project. Different bidders should be considered and selected on the basis of cost and the quality of the services to be provided. The costs include the initial cost and the subsequent operational and maintenance costs. Initial costs include Land acquisition, construction cost including material and labor, equipment, inspection, insurance and taxes, field supervision, architectural and engineering design. Subsequent costs may be; operational staff, renovation, utilities and land rent if applicable. The amount of costs depends on the nature, size, location and management of the extension. It is important to determine the corresponding cost of all alternatives, to analyze the life cycle costs. There should also be an allowance for contingencies or unexpected costs occurring during construction. The allocation will be based on historical experience and expected difficulties on the project. There are different approaches to be used in cost estimation including; the production function, empirical cost inference which is done statistically, unit cost for bill of quantities and allocation of joint costs which develops a cost function of the operation. In order to determine the projects feasibility it is important to know the cost estimates. Environmental Impact and Constraints Environmentally, the extension will be another rail service along the alignment which will lead to an increase in noise levels above the current baseline. However, the design of a DLR vehicle, the application of the noise and vibration policy and the introduction of mitigation measures such as screens and barriers will ensure that this increase is kept at minimum. The station and substation are to be made environmentally friendly by using renewable energy such as solar and small scale wind turbines at the station which may enable the projects sustainability (Marshman 2006, 42). Trains emit carbon to the atmosphere as much as cars, however, the extension vehicles use energy efficient measures to reduce its carbon footprint. The project will improve energy efficiency even further because of its ability to store electricity in substations. Use of super capacitors to store large amounts of energy in a short period of time has assisted the braking system on the vehicle during off peak. The energy generated by the brakes is returned back to the power supply. During the construction of the extension, contractors use environmentally friendly methods and resources as metals. By reducing waste produce from operations as well as increasing the proportion of recycling the contractors will minimize environmental pollution. Likewise, purchasing of goods and services that have a lower negative impact will reduce the effect on the environment. The Docklands stations are built on the surface so that they can utilize day light, the daylight sensors automatically turn the lights off and preserve the energy. TFL is working with DLR to cut air pollutions and improve tunnel cooling. The TFL has also come up with a green estate management plan for the transport network which involves a trees strategy and a landscape plan. Business Case Methodology In the business case methodology it is important to know how feasibility the project is, using the cost-benefit analysis. This method is used by estimating the costs that will be incurred and the returns expected. In the business perspective, the extension should be viable enough such that the benefits will exceed the cost of construction. Forecast of the future market trends will enable the researcher to correctly determine the demand and supply associated with the project. Estimated market growth and the number of residents who will opt for train transport over other available means, will also gauge the benefits to be realized. (Hyson 2003, 50) Based on the current estimates the scheme has a benefit cost ratio (BCR) of 3:2:1 reflecting the major benefits that are derived from the new stations and journey opportunities that are created. Sensitivity tests should also be considered including cost increase and a delay in development. If the costs increase, the benefits will reduce. All factors including housing may alter the sensitivity of costs, therefore it is important to determine and highlight all the variables that would adversely affect the extension. This highlights the importance of ensuring that the development of the extension and development of the surrounding area is well integrated. In addition DLRL has undertaken the assessment of the wider regeneration benefits that would result from the project. There is a justifiable link between the project and housing delivery, there are other benefits to consider which are not incorporated in the TFL business case. DLRL will continue to develop a business case for the project as the scheme becomes more defined and will provide regular updates on the benefits. Lastly, the net present value method can also be used in estimating the costs and benefits relating to the project. The discounted benefits are subtracted from the cost; a negative net present value will prove it is not viable while a positive NPV means it can be undertaken. The project should always be viewed from a business perspective to determine the benefits to be expected in the future. Project Risk The project is faced with different risks. The scheme is subject to approval through the TWA. This involves the risk in terms of third party objections. However, DLRL has demonstrated its ability to manage these risks effectively with recent TWA scheme such as Stratford International, the capacity enhancement project and Woolwich Arsenal. Agreements will have to be reached with parties holding key interests in property that will need to be acquired to implement the scheme (Institute of Engineering and Technology 2006, 12). The risks associated with the extension can be identified by interviews, brainstorming, consulting experts, other projects documentation, stakeholder analysis, research and by visiting the location (Atterburry 2009, 65). They are then categorized into specific risk classes according to how they will affect the project. Risks associated with financial loss can be devastating while sometimes they can be absorbed by the financiers. Therefore, the experts are required to adequately identify the risk. Risks can be avoidable and unavoidable. Avoidable risks are associated with poor formulation of the scheme and delegating duties to incompetent staff while unavoidable risks may include natural calamities. External risk from the government laws, market development and industrial procedures are to be determined prior to commencing the project. A project in a scheduled plan may suffer schedule risk through inaccurate estimation and unplanned resource assignment. To avoid the risks, risk management strategy is to be implemented. The essence is to decrease project threats and enhance project opportunities. This will lower the costs and improve the quality of the project deliverables. Risk is also easily transferable to third party as insurance companies or can be absorbed over the project period. An investor must be cautious in undertaking a project unless there is a plan to avoid risk or the project is intolerant to those risks. List of References CHRISTOPHER, J. (2013). The London & Blackwall railway: Docklands first railway CONFORT, N. (2006). Shedding light: London’s light and docklands light railways EISENBAHNKARTE (1995) London transport: Dockland railway. CATFORD, N. (2010). Island gardens (1st site station): Docklands light railway. [place of publication not identified] Subterranean Britannica. NASH, C (2002) railways. Cheltenham, UK, Edward Elgar pub. INSTITUTE OF ENGINEERING AND TECHNOLOGY railways, & Marshman, C.(2006) institute of engineering and technology HYSON, C. (2003). Railways. Tunbridge wells, ticktock ATTERBURRY, P. (2009). Discovering Britain’s lost railways. Basingdtoke, AA. Read More