Most maintenance activities in the current railway system are carried out on a scheduled basis. This potentially means that components and sub systems are not replaced at the optimum time and that components fail between interventions. SMaRTE will provide the methodology for implementation of a Condition Based Maintenance system appropriate for the railway. This will allow maintenance to be tailored around the actual remaining life of key components and will reduce costs and improve reliability and availability. Knowledge and experience from other sectors will be extracted and new scientific methods for handling data and setting up architectures and intelligent systems to process data will be developed; appropriate to the railway system. Case studies will be designed and carried out for two different but typical passenger railways and lessons learned will be used to improve the system definitions. The final result of the SMaRTE project will be a CBM system which works for passenger railways and will result in reduced system costs and improved system reliability. The premise of SMaRTE (Human Factors) is that reducing customer cognitive effort is key to rail usability. Achieving a more streamlined process of accessing rail should increase its attractiveness. Whilst there is substantial evidence on the impact of factors such as fares / journey time on rail usage, the impact of more subtle factors deterring passengers from using rail are less understood. SMaRTE places the focus on the customer, utilising an innovative multi-disciplinary approach to understand the primary factors impacting on user decisions to choose rail (or an alternative) – and producing new quantitative evidence on the relative importance of those factors. The final result of SMaRTE will be a set of quantified factors influencing rail usability, and recommendations on how to decrease the cognitive effort and onward mobility for rail journeys through a “Smart Journey Vision” and rail map of measures.

This study will look to determine the feasibility of transferring waste heat from London Underground to Islington Borough Council’s district heating network. As part of an upgrade to the network, additional heat will be produced by the increase in train frequency. To mitigate the rise in heat and reduce the risk or heat strain to passengers, a new cooling system is to be installed. An opportunity has been identified to utilise the heat exchanger at York Road to support the expansion of Islington Borough Council’s district heating network. The feasibility study will investigate the technical viability and business case of utilising London Underground’s heat exchanger at York Road to transfer heat to Islington Borough Council’s district heating network. Combining the two systems would reduce the energy required by both parties.

Lot-NET considers how waste heat streams from industrial or other sources feeding into low temperature heat networks can combine with optimal heat pump and thermal storage technologies to meet the heating and cooling needs of UK buildings and industrial processes. Heating and cooling produces more than one third of the UK's CO2 emissions and represent about 50% of overall energy demand. BEIS have concluded that heat networks could supply up to 20% of building heat demand by 2050. Heat networks have previously used high temperature hot water to serve buildings and processes but now 4th generation networks seek to use much lower temperatures to make more sources available and reduce losses. Lot-NET will go further by integrating low temperature (LT) networks with heat pump technologies and thermal storage to maximise waste and ambient heat utilisation. There are several advantages of using LT heat networks combined with heat pumps: - They can reuse heat currently wasted from a wide variety of sources in urban environments, e.g. data centres, sewage, substation transformers, low grade industrial reject heat. - Small heat pumps at point of use can upgrade temperature for radiators with minimal electricity use and deleterious effect on the electricity grid. - Industrial high temperature waste can be 'multiplied' by thermal heat pumps increasing the energy into the LT network. - By operating the heat network at lower temperatures, system losses are reduced. Heat source availability is often time dependant. Lot-NET will overcome the challenges of time variation and how to apply smart control and implementation strategies. Thermal storage will be incorporated to reduce the peak loads on electricity networks. The wider use of LT heat networks will require appropriate regulation to support both businesses and customers and Lot-NET will both need to inform and be aware of such regulatory changes. The barrier of initial financial investment is supported by BEIS HNIP but the commercial aspects are still crucial to implementation. Thus, the aim of LoT-NET is to prove a cost-effective near-zero emissions solution for heating and cooling that realises the huge potential of waste heat and renewable energies by utilising a combination of a low-cost low-loss flexible heat distribution network together with novel input, output and storage technologies. The objectives are: 1. To develop a spatial and temporal simulation tool that can cope with dynamics, scale effects, efficiency, cost, etc. of the whole system of differing temperature heat sources, distribution network, storage and delivery technologies and will address Urban, Suburban and Exurban areas. 2. To determine the preferred combination of heat capture, storage and distribution technologies that meets system energy, environmental and cost constraints. Step change technologies such a chemical heat transport and combined heat-to-power and power-to-heat technologies will be developed. 3. To design, cost and proof of concept prototype (as appropriate) seven energy transformation technologies in the first two-three years. They consist of both electrically driven Vapour Compression and heat driven Sorption technologies. Priority for further development will be then given to those which have likely future benefits. 4. To determine key end use and business/industry requirements for timely adoption. While the Clean Growth Strategy and the Industrial Strategy Challenge Fund initially support future implementation, innovative business models will reduce costs rapidly for products or services that customers want to buy and use. Thus, engagement with stakeholders and end users to provide evidence of possible business propositions will occur. 5. To demonstrate/validate the integrated technologies applicable to chosen case studies. The range of heating, cooling, transformation and storage technologies studied will be individually laboratory tested interacting with a simulated netw

Transport and residential location consume substantial quantities of energy whilst serving only to facilitate primary economic and societal activities. The relationship between urban form and travel patterns is inherently complex: it can be influenced by policy but through many individual personal responses rather than being subject to explicit control. Managing the energy used in transport is therefore an indirect process that works by influencing the amount and distance of travel, the means by which travel takes place, and the energy requirement of the resulting travel. Achieving this effectively requires an a full understanding of the many complex interacting social processes that generate the demand for travel and impinge on the ways in which it is satisfied in terms of its supply. The complexity sciences provide a framework for organising this understanding. In this project, we argue that changes in energy costs generate surprising and unanticipated effects in complex systems such as cities, largely because of the many order effects that are generated when changes in movement and the energy utilities used to sustain locations generate multiplier effects that are hard to trace and even harder to contain. For example, as energy costs increase, people eventually reach a threshold beyond which they cannot sustain their existing travel patterns or even their locations and then rapid shifts occur in their behaviour. When energy costs reduce, these shifts are by no means symmetrical as people switch out of one activity into another, by changing location as well as mode.At UCL, we have four groups of researchers building models of urban and transport systems which provide related perspectives on these responses to changing energy costs. Wilson pioneered the development of entropy maximising approaches to transport and location in which energy and travel costs are essential determinants of travel and his recent work in nesting these models within a dynamics that generate unanticipated effects is key to understanding the kinds of changes that are now being effected by changing energy costs. In a complementary way, these models can be provided with a much stronger rationale using recent theories of spatial agglomeration which date back to Turing but find their clearest expression in the work of Krugman (TK models). These models thus inform the Boltzman-Lotka-Volterra (BLV) models developed by Wilson. Translating these models into physical infrastructures involves explicit developments in network science and Zhou and Heydecker's models suggest ways in which energy costs might be reduced by linking physical networks to flows generated by the BLV and TK models. What we propose here is to extend and develop these three approaches, extending our existing operational land use transport model for Greater London (built as part of the Tyndall Centre's Cities programme) to enable our partners to explore 'what if ' questions involving changing energy costs on the city.The methodologies we will employ to explore these models involve nonlinearities that are caused by positive feedback effects in complex systems where n'th order multiplier effects are endemic. We will use phase space representations to visualise such changes and then implement these in the operational land use transport model which we will disseminate to our partners in the quest to pose significant policy questions. We intend to provide a series of tightly coupled deliverables to progress this science to the point where it is directly usable by policy makers and professionals. We will communicate our findings using various kinds of web-based services being developed under related projects. In this way, we will develop best practice based on best science. We believe that we can demonstrate the essential logic of complexity science to a much wider constituency in developing insights into these most topical questions of the changing cost of energy.

Globally, national infrastructure is facing significant challenges: - Ageing assets: Much of the UK's existing infrastructure is old and no longer fit for purpose. In its State of the Nation Infrastructure 2014 report the Institution of Civil Engineers stated that none of the sectors analysed were "fit for the future" and only one sector was "adequate for now". The need to future-proof existing and new infrastructure is of paramount importance and has become a constant theme in industry documents, seminars, workshops and discussions. - Increased loading: Existing infrastructure is challenged by the need to increase load and usage - be that number of passengers carried, numbers of vehicles or volume of water used - and the requirement to maintain the existing infrastructure while operating at current capacity. - Changing climate: projections for increasing numbers and severity of extreme weather events mean that our infrastructure will need to be more resilient in the future. These challenges require innovation to address them. However, in the infrastructure and construction industries tight operating margins, industry segmentation and strong emphasis on safety and reliability create barriers to introducing innovation into industry practice. CSIC is an Innovation and Knowledge Centre funded by EPSRC and Innovate UK to help address this market failure, by translating world leading research into industry implementation, working with more than 40 industry partners to develop, trial, provide and deliver high-quality, low cost, accurate sensor technologies and predictive tools which enable new ways of monitoring how infrastructure behaves during construction and asset operation, providing a whole-life approach to achieving sustainability in an integrated way. It provides training and access for industry to source, develop and deliver these new approaches to stimulate business and encourage economic growth, improving the management of the nation's infrastructure and construction industry. Our collaborative approach, bringing together leaders from industry and academia, accelerates the commercial development of emerging technologies, and promotes knowledge transfer and industry implementation to shape the future of infrastructure. Phase 2 funding will enable CSIC to address specific challenges remaining to implementation of smart infrastructure solutions. Over the next five years, to overcome these barriers and create a self-sustaining market in smart infrastructure, CSIC along with an expanded group of industry and academic partners will: - Create the complete, innovative solutions that the sector needs by integrating the components of smart infrastructure into systems approaches, bringing together sensor data and asset management decisions to improve whole life management of assets and city scale infrastructure planning; spin-in technology where necessary, to allow demonstration of smart technology in an integrated manner. - Continue to build industry confidence by working closely with partners to demonstrate and deploy new smart infrastructure solutions on live infrastructure projects. Develop projects on behalf of industry using seed-funds to fund hardware and consumables, and demonstrate capability. - Generate a compelling business case for smart infrastructure solutions together with asset owners and government organisations based on combining smarter information with whole life value models for infrastructure assets. Focus on value-driven messaging around the whole system business case for why smart infrastructure is the future, and will strive to turn today's intangibles into business drivers for the future. - Facilitate the development and expansion of the supply chain through extending our network of partners in new areas, knowledge transfer, smart infrastructure standards and influencing policy.