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CONTENTS - Issue 66, October 2010Editorial - Consulting on the 30-year technical strategyCan you contribute to the future railway?Published research
Research in progress
New research
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Consulting on the 30-year technical strategyHaving the right technology at the right time to support rail‘s role in driving sustainable economic growth is key to its success. This is visible in the freight-specific lines being built across Australia, and the proposed investment in the USA in high-speed passenger lines. In Britain, the cross-industry Technical Strategy Advisory Group (TSAG), is showing leadership by anticipating these needs and securing development and research to enable industry to achieve these goals. To support this, RSSB is managing an on-line consultation on behalf of TSAG on the development of the next issue of the Rail Technical Strategy, due in 2012. The railway needs an updated technical strategy to support its business objectives and think long-term. The state of play is outlined in the consultation document Shaping the 30-year Rail Technical Strategy, prepared by RSSB, and introduced by TSAG chair, Steve Yianni, Director of Engineering at Network Rail. TSAG is encouraging the rail industry and any others who can contribute to take part. At the heart of thinking is the 30-year aspiration, which TSAG has established to guide its work - to halve the cost of rail operations and its carbon footprint while doubling network capacity and increasing customer satisfaction. These challenges resonate with both the government spending review and the Value for Money review being conducted by Sir Roy McNulty and support the industry’s Planning Ahead process. By setting the bar deliberately high, TSAG wants to inspire ambitious thinking now, to secure a sustainable future and long-term value for money. Crucial to industry’s ability to make the right call at the right time on technology is its ability to undertake research. TSAG has identified five ‘game changers’ which need to be researched and developed now so that decision makers can identify and draw on the appropriate benefits and take technology decisions with a 30-year perspective. The game changers are to:
If you have thoughts on any subject in this e-newsletter, please send them, by email, to research@rssb.co.uk. Guy Woodroffe |
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Can you contribute to the future railway?Dear colleague, On behalf of the Technical Strategy Advisory Group (TSAG), I want to make you aware of a significant consultation about how the railway develops in the future, and how it progresses the Rail Technical Strategy to support it. Click here to respond to the consultation and download ‘Shaping the 30-year Rail Technical Strategy’ http://www.futurerailway.org/Pages/consultation.aspx. It describes the challenges the industry is facing – the essence of them will no doubt be familiar to you, and TSAG is industry’s place for building industry’s high level consensus to respond to them. We would welcome all feedback on the issues discussed. The consultation page contains questions to help prompt your thinking, but don’t feel constrained by them. Please send your views by email to: tsagconsultation2010@rssb.co.uk or by post to me: Martin Brennan, RSSB, 1 Torrens Street, London, EC1V 1NY by 17 December 2010. I am also the main contact point should you have any further questions relating to this consultation. As part of the consultation process, you are also invited to a drop-in event on key aspects of emerging strategy, and the opportunity to discuss issues with members of TSAG. The event will take place between 09:00 and 12:30 hrs, Tuesday 23 November, simultaneously at the RSSB offices (Block 2 Angel Square, 1 Torrens Street, London, EC1V 1NY) and Network Rail (40 Melton Street, London, NW1 2EE). Please get in touch if you intend to come to the drop-in event – it will be a great opportunity to have a face-to-face discussion about the issues in the consultation documents. Otherwise, I look forward to getting your feedback on our consultation. Martin Brennan |
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PUBLISHED RESEARCHT595 Causes, risk and mitigation of station stopping incidentsWhen trains do not stop correctly at stations, problems occur in respect of safety, passenger journeys and company business. Station stopping incidents include ‘station overruns’, ‘failure to call’ and ‘stop shorts’ as these are highly similar in cause and consequence. This project deliberately excluded the separate issue of station overruns etc caused by the effects of autumn leaf-fall. However this research has identified that human error accounts for 69% of overruns, with the remainder caused by low adhesion. In 2006 human error caused over 350 incidents. The research examined the causes, including human factors; safety risks, including the relationship between station stopping incidents and signals passed at danger (SPADs); and the impact on business, including delay minutes and resources required to investigate and implement recommendations. It also evaluated management practices, the development of techniques for monitoring incident occurrence and the creation of tools to enable companies to better learn from and prevent station stopping incidents from occurring. The research will contribute to reductions in the number of station stopping incidents and delay minutes arising, improved customer satisfaction, and lower industry costs. The research was proposed by the Association of Train Operating Companies and the principal client group is Operations Focus Group. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T595_rb_final.pdf T729 Further work on obstacle detection at level crossingsAt many level crossings on public roads in Great Britain, a signaller checks visually to see whether it is safe to allow trains over the crossing. The signaller checks, either locally or remotely via CCTV, for vehicles, pedestrians and objects that might become trapped between the gates/barriers. Obstacle detection systems are now used for this task in some European countries. This project, sponsored by the Road/Rail Interface Safety Group, explored the benefits and likely risk profiles of using obstacle detection systems on the GB network building on the previous study, T522 Obstacle detection at level crossings, which was published in 2006. Obstacle detection systems were found to be broadly neutral in terms of risk compared to conventional checks by a signaller, with one exception. The study found that a significant risk would be introduced if the current design of obstacle detector were to be introduced because the design does not detect users who are prostrate on the level crossing, perhaps as the result of a trip, a fall, or a medical condition. As a result of this research, Network Rail is now basing its safety case on mitigating the additional risk by the use of a second, complementary, obstacle detection system. Trials of the revised approach are in progress. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T729_rb_final.pdf T737 Documenting the All Level Crossing Risk Model - UpdatedThe All Level Crossing Risk Model (ALCRM) was rolled out across Network Rail during 2007, and has subsequently been populated with data. The current version of the model represents the culmination of nearly eighteen years’ work of modelling, calibration, upgrades, and related activities. A need was identified to capture the history of the development of the model since the first version was designed in the mid-1990s. An independent review of the model in 2006 highlighted a lack of readily available documentation regarding the structure and functioning of the model. The National Level Crossing Safety Group (a predecessor group to the current Road Rail Interface Safety Group) approved this work to capture and reference key decisions made over the years. The second part of the project was to describe the model via an ‘Enhanced Specification’, which provides references for all variables and algorithms, with narrative sections that provide explanations of the main steps in the algorithms. The ‘history’ document, originally published early in 2008, and now updated to include more recent developments, is available on the RSSB website; the Enhanced Specification is available only to the ALCRM configuration management team. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T737_rb_final.pdf (opens in new window) T779 Energy storage systems for railway applicationsOn behalf of the Vehicle/Train Energy System Interface Committee, RSSB carried out an assessment of energy storage technologies for railway applications. Potential applications on the railways include: hybridisation of electric vehicles, battery powered vehicles, trackside applications on DC, and hybridisation of diesel vehicles. Electric vehicle hybridisation in particular has the potential to simplify electrification infrastructures, thereby reducing capital and maintenance costs. Although these technologies appear to be promising, a number of challenging factors remain, including high cost, limited life, size and weight. The research was conducted in two phases. Phase 1 reviewed the existing propulsion and traction hybrid systems and energy storage devices. Phase 2 investigated the feasibility of discontinuous and discrete electrification schemes; and included the development of a computer simulation model, Energy Storage Systems for Railway Applications, that can be used to evaluate the behaviour of a train and energy storage devices. The research concluded that discontinuous electrification is feasible. This is based on an assumption that savings in the initial electrification investment are substantial. To verify this conclusion a real application should be considered, to determine the possible savings, by comparing the cost of normal electrification with gapped electrification. The research also concluded that discrete electrification is difficult to justify. If a new generation of energy storage devices is introduced onto the market and/or costs are reduced, the Future Electrification Group has agreed to review the findings. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T779_rb_final.pdf T787 Gauging opportunities to run existing passenger vehicles beyond their current routesThis research carried out on behalf of the Vehicle/Structures System Interface Committee looked at gauging opportunities on the GB network, to determine the potential for allowing existing passenger vehicles to operate on additional alternative routes, or in other regions. One of the outputs is a set of maps that show the expanded route potential for each of the 26 classes of train assessed in the research. The research project used Network Rail data and knowledge to determine which classes of passenger vehicle currently run on which routes. It carried out gauging analysis on each route, for those trains not currently running on it, to identify how widely, subject to the usual engineering approvals process, any one vehicle fleet could be used across the GB rail network. A follow-on extension has been carried out to consider a small number of additional vehicles. An updated final report has been published to reflect this further work. The benefit or this research will be realised by enabling the wider use of existing vehicle types, across more of the passenger rail network, providing greater operational flexibility, more effective deployment of rolling stock and greater asset longevity. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T787_rb2_final.pdf To view appendices B to G go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T787_appsB_G_final.pdf To view appendices H to M go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T787_appsH_M_final.pdf To view appendices N to U go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T787_apps_N_U_final.pdf To view appendices V to AA go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T787_appsV_AA_final.pdf T812 Sustainable development decision-making frameworkThis research aimed to support the inclusion and suitable prioritisation of the rail industry sustainable development (SD) principles in industry decision-making. The objective of the project as a whole was to help the industry take decisions which are aligned to the SD principles by building on, improving, and modifying existing processes to take account of current gaps. An initial scoping study was carried out, which aimed to identify where the project could best add value to the industry. The findings of the study concluded that decision-making guidance is not currently a key need for the industry and therefore further work in this area will not be progressed. This project forms only one part of the Sustainable Rail Programme which seeks to embed the SD principles into government policy, industry planning, procurement, and organisational culture, with the aim of meeting the industry’s goal that: ‘by 2014, sustainability will be core to the UK rail industry’s business activity and decision making’. This research was sponsored by the Rail Sustainable Development Group. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T812_rb_final.pdf T863 Updating the Level Crossing Risk Management ToolkitThe Level Crossing Risk Management Toolkit (LXRMTK) is a web-based facility, developed to help manage risk at level crossings. It is used regularly by both Network Rail and the Office of Rail Regulation (ORR), to identify and assess suitable mitigations to decrease risk. Work started on the present toolkit in 2005 and the technical literature and devices on which it is based are now at least five years old. While the toolkit was well received and was widely used, it needed to have a technical content update so that it remains a key resource in the industry’s effort to reduce risk at level crossings. The technical content update, which was sponsored by the Road Rail Interface Safety Group, involved the same RSSB and Network Rail departments that originally oversaw the work to formulate the toolkit. Continuity was also assured by using the same consultancy that was involved in that original work. The work included literature searches and interviews to encompass new industry regulations, standards, and recommendations; updates to current mitigations; and the addition or removal of mitigation measures. Emphasis was placed on seeking out and taking full account of the views of Network Rail and ORR practitioners in the field, not only to benefit from their hands-on experience, but also to ensure the updated tool remains easy to use. The deliverable is an updated LXRMTK. Changes have been implemented in the background and users of the toolkit have continued to use the familiar user interface. An updated toolkit has ensured that practitioners have access to the latest techniques and equipment, to enable them to carry out their role of managing and reducing risk at level crossings. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T863_rb_final.pdf T915 Creative Continuity - Exploring mega-city suburban network segregationOver the next 30 years the rail network will need to cope with double the current number of passenger journeys. Some sections of the network, notably those entering the major cities, are already at their maximum capacity during peak times; these will be unable to satisfy the increase in demand without major change. This study developed the concept of segregation and considered the impact, over a 30-year time horizon, of segregating parts of the existing network that provide suburban services. The project took a radical approach, involving innovative thinking about new technologies and techniques. It is likely that the greatest benefits, in terms of cost (whole system whole life), capacity, carbon, and customer benefit, will be derived from a system that employs different standards from those currently employed. The potential benefits of such a system were quantified. The project established the feasibility of introducing segregation over a 30-year time frame. It developed an understanding of how degrees of separation and segregation affect costs and benefits. The project concluded that although separation is found to deliver the majority of capacity required, it is unlikely to offer significant cost savings. Full segregation gives the opportunity for significant cost reductions as well as delivering the required capacity, customer benefits, and reduced carbon emissions. It found that most of the cost reduction benefits of segregation flow from significantly lighter trains optimised with the infrastructure. As a result of this study, Network Rail’s Route Utilisation Strategy Guidance will be updated to reflect the industry’s improved understanding of the issues around separation and segregation. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T915_rb_final.pdf T934 Enabling technical innovation in the GB rail industry – barriers and solutionsThe Technical Strategy Advisory Group (TSAG) was established to support the development, challenge, communication, and delivery of the industry’s Rail Technical Strategy (RTS). This challenges the industry to make significant improvements in: customer satisfaction, cost, capacity and carbon footprint over a 30-year period. This will require major development and adoption of a range of new methods and technologies. The Rail Industry Association (RIA) has indicated that the current conservative attitude to innovation is impeding progress. Failure to overcome these issues is a major risk to delivering the RTS. The project aimed to:
A ‘2030 vision’ for innovation in GB rail was established, which facilitated the definition of key factors associated with a successfully innovative rail industry of the future. Eleven interventions, supported by examples of experience from rail and other industries – linked to the key success factors and the GB rail innovation model – were identified. TSAG has subsequently re-defined its own remit, membership, and processes to begin to address the need for system-wide technology leadership in the GB rail industry. It is also developing a programme based on the proposed prioritised interventions, to enhance GB rail’s innovation capability, and to manage the risk of bringing innovation onto the system. It was recognised that there are other significant work streams with which this project naturally links, including the DfT Rail Value for Money study. The need for a sponsor ‘function’ to support TSAG’s emerging leadership role has been discussed with several key groups and individuals in the industry, although it has not been resolved at the time of publishing. This important but difficult intervention must be addressed for the industry to meet the long-term challenges to reduce costs and carbon emissions, whilst increasing capacity and customer satisfaction. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T934_rb_final.pdf T939 A guide to RSSB research in sustainable developmentRail Sustainable Development Group suggested that duty holders would benefit from having access to a digest of all research delivered by the DfT-funded RSSB-managed research programme regarding sustainable development. The content of this booklet has been produced in-house by RSSB. The benefit of this guide is that it communicates the outputs of the research in this area to ensure that the work is widely accessible. It is designed for industry personnel who are short on time and need a general overview of research in specific areas. This booklet will provide a handy snapshot of research completed and in progress. It should also support the initiatives which are in development to help with the implementation of research outcomes and the realisation of the benefits from undertaking the research. Printed copies of this booklet can be requested by e-mailing research@rssb.co.uk. To download a PDF copy of the updated guide, go to http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T939_guide_final.pdf (opens in new window) |
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RESEARCH IN PROGRESST579 Minimising service disruption from failures of track circuit actuators (assisters)The rules regarding operation of track circuit assisters (TCAs) are strict and can cause significant operational delays if trains need to be taken out of service because a TCA is not working. If the rules can be reviewed and applied with regard to the risk dependent on train type, route, time of day, etc, then levels of disruption can be reduced. The aim of this project is to produce a tool that will enable train operators to assess the risk of operating specific classes of train, over a specific type of route, with TCAs not fitted or not operational. The tool will support the case for easily implemented solutions, so that existing TCA operating rules can be changed to enable trains to continue in service following TCA failure. Validation of the tool is being carried out through a series of trials on the railway where, for short periods of time, all TCAs will be isolated. This is being done where risk is predicted by the tool to be low or moderate. The results of these trials will be used to assess areas within the Railway Group Standards and Rule Book where the serviceability and/or fitting requirements for TCAs may safely be relaxed. Some relaxations in this area have already been permitted as a result of the publication of the February 2009 Periodic Operating Notice and subsequent Rule Book amendment and are delivering significant benefits in enabling trains to continue in service following the failure of a TCA. The full benefits of this work are expected to be realised following the formal validation of the tool through completion of the trials. These are expected to range from allowing trains to continue in service for a short period of time following the failure of a TCA, to identifying routes and train types where TCA is not needed. In addition, further ‘quick wins’ may be identified during these trials. This project is being carried out on behalf of the Vehicle/Train Control and Communications Systems Interface Committee. To view the research brief go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_rb6_final.pdf To view the main report go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_rpt_final.pdf To view the TCA Risk Model Trial: Level crossing predictors train detection performance report go to http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_lcp_final.pdf (opens in new window) To view the TCA Risk Model Trial: Analysis of train TCA circuits report go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_tca_final.pdf To view the TCA Risk Model Trial: Level crossing predictors train detection performance report go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_lcp_final.pdf To view the Testing the TCA risk advisor tool report go to
http://www.rssb.co.uk/sitecollectiondocuments/pdf/reports/research/T579_rpt6_final.pdf T809 Development of a communications and positioning technology roadmap and action plan for GB railwaysThe Department for Transport (DfT) White Paper Towards a Sustainable Transport System and the supporting Rail Technical Strategy (RTS) set out a vision of intelligent trains operating on intelligent infrastructure. Currently the GB railway uses a range of communications and positioning technologies which often include bespoke elements which are developed in isolation from one another and may not deliver this future vision. On behalf of the Future Communications and Positioning Systems Advisory Group (FC&PS AG), a sub-group of the Vehicle/Train Control and Communications System Interface Committee (VTC&C SIC), the aim of this research project is to develop a roadmap to provide guidance to the GB railways on the adoption of communication (both fixed and mobile) and positioning technologies with a view to ensuring that, as far as possible, commercial-off-the-shelf (COTS) products can be used without the need for expensive bespoke or customised equipment. The first stage of the research has involved two industry roadmapping workshops, one-to-one industry stakeholder meetings and a review of the development of a number of technologies. This led to the production of a short-term roadmap covering the next 10 years. The roadmap identifies what can be achieved based on existing technologies and standards (since there is little scope to influence the development of technologies and standards in this timeframe). The second stage is underway and aims to develop the roadmap to cover the longer-term (20 years). The development of a roadmap will support the railway industry in selecting and applying appropriate future technologies and give guidance to the suppliers of communications and positioning systems, to influence them in providing both commercial-off-the-shelf (COTS) equipment and standards to meet the rail industry’s objectives. It is also intended to identify actions for the GB railway to consider in order to influence the development of, or identify means of, achieving the required benefit from communications and positioning technologies and standards for the GB railway. To view the interim research brief go to
http://www.rssb.co.uk/pdf/reports/research/T809_rb_final.pdf T901 Understanding guidance and operational practice of lone worker personal securityWhilst much has been published about the health and safety aspects of lone working with regard to accidents, the Rail Personal Security Group has asked RSSB to investigate the personal security issues associated with lone working for railway employees. This research will review the legislation and literature related to personal security issues and lone working, and will investigate the relationship between lone working and organisational factors (eg safety management/culture, competence management, selection); job factors (eg procedures, communication equipment); and personal factors (eg stress, personality, attitudes). It will also look at the cost/benefits of lone working, including any data on the positive and negative outcomes from lone working eg incidents/illness, staff turnover or changes in motivation. Current guidance on risk assessment methodologies for lone working will be reviewed in order to provide clarity to those who manage lone workers. In addition this project will include qualitative research to establish what measures organisations have in place in order to comply with the legislation. It is anticipated that this qualitative research will include passenger and freight train operators, Network Rail and the British Transport Police. The output will provide general findings on current practices across the sample. The research will identify any gaps in the literature and current practices so that RSPG can identify where industry may need further guidance and support. T912 The Railway Functional ArchitectureThe Railway Functional Architecture (RFA) research project was commissioned by RSSB on behalf of the Technical Strategy Advisory Group (TSAG). It is intended to identify, at a fairly high level of abstraction, the technology-based functions that must be performed for a modern railway to operate. The output of this work will be a model that builds on the rail architecture framework (TRAK), which was developed for generic use within the rail industry. In early 2011 we will publish the RFA on the RSSB/TSAG website. A master copy will be retained by RSSB in an enterprise architect project file (.EAP) to be made available on request for organisations that want to manipulate or further develop the model. An architectural framework (ie TRAK) was used to ensure the creation of a model that is well structured and governed by documented rules, so that it could be maintained and extended without undue effort. Architecture frameworks are commonly used in information technology and information system governance. Because, like the railway, these disciplines are so broad and because the enterprises in which they are engaged can be large and complex, the models associated with the discipline also tend to be large and complex. The RFA has been subject to iterative improvements as a consequence of discussions both with individual industry experts and with stakeholders in workshop sessions. We acknowledge the input of the following organisations: ATOC, Network Rail, Birmingham University Centre for Rail Research, RFG, LUL, DfT, RIA, Transport Scotland, Crossrail. The work may aid in: identifying where commercial off-the-shelf (COTS) and ‘plug and play’ technologies may be employed; where ‘open systems’ architectures and ‘lean’ systems may be introduced; eliminating systems which duplicate functions; and shortening product development cycles by putting a standard architecture in place. Several other uses have become apparent as the model has been developed and those will be described in more detail when the finished product is published. T935 Making the case for a whole system strategic approach to reliability improvementForecasts show that over the next 30 years the increase in rail passengers could be as much as 100%. If current levels of performance (Public Performance Measure [PPM] 90 – 95) are to be maintained it is expected that significantly greater levels of reliability will be required. While the industry continues to improve reliability in its silos, there are thought to be significant gains to be had in taking a whole-system approach; the research is testing this to underpin the case for whole-system reliability. Recognising reliability as an area of strategic importance, the Technical Strategy Advisory Group (TSAG) established the Reliability Steering Group (RSG) in March of 2009. The RSG is engaged in two projects. The first is a forward looking activity that addresses the high level question Is there value in improving reliability and if so, is there evidence from other industries/organisations? This work stream is generating evidence-based cases for the adoption of 1) a joined-up and system-wide approach to reliability, and 2) a culture of continuous reliability improvement. The second project looks backward from a futuristic viewpoint to answer the question What problems will we have if we don’t improve reliability as passenger numbers increase? This work is modelling the relationships between performance, reliability, cost, and capacity. These projects are due to deliver in early 2011, when they will be considered by TSAG along with other industry developments (eg Rail Value for Money study) to determine how best to proceed. |
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NEW RESEARCHT860 Benefits of all-electric brakingElectric dynamic braking on mainline rolling stock has been used as an addition to the primary pneumatic air brakes fitted to vehicles. The electric brake has either been under independent control by the driver, or as part of a blended brake system more commonly found on fixed formation electric and diesel multiple units. Dynamic brake operation is suspended while the Wheel Slide Protection (WSP) system is active, with only the pneumatic system used. Dynamic brake operation is also suspended during emergency braking, because there are concerns that it is not adequately reliable or fail-safe. The consequence of this is that the vehicles are mandated to have a fail-safe pneumatic brake system capable of braking the trains from the maximum speed, under all conditions. The pneumatic brake system – compressors, reservoirs, pipe work, control valves, actuators, and brake application devices – contributes about 3% of the mass of the vehicles in a multiple unit formation. On behalf of the Vehicle/Vehicle System Interface Committee, this research will examine current developments in electric traction braking as a means of reducing the requirement for, or even eliminating, the need for a pneumatic brake system. It will identify the potential benefits to the industry and estimate the likely savings for such electric braking systems. As well as looking at the technical aspects of an all electric brake system, the research will also consider operational changes and assess the barriers that may affect making the transition. In addition, it will assess the impact on other rolling stock systems that require pneumatic air supply. The research will support the industry in considering the adoption of all-electric braking on GB railways. It will provide evidence of the potential efficiencies and savings that electric brake systems can provide and how they can be introduced to GB railways. T909 Development of a close call reporting systemNetwork Rail is planning to introduce a reporting system for potential incidents or ‘close calls’ for both its own operations and those of its supply chain. The proposed system has been agreed in principle by the cross industry Project Safety Leadership Group (PSLG). The proposal is to provide a new facility to the Safety Management Intelligence System (SMIS) making use of the new reporting features soon to be available. The system, proposed by PSLG, will allow close call information to be collected and managed by employers, and uploaded to the SMIS data warehouse. This will allow the industry to gain intelligence from a potentially large number of such incidents compared with those that are presently recorded in SMIS. A data transfer protocol to allow close call data to be uploaded to the full SMIS system will be defined and set up, together with a semi automatic system to check the quality of uploaded data before transfer into the SMIS data warehouse. To ensure efficient operation and use of the system, a training programme to educate companies and their input personnel will be established. This is likely to use a mixture of web-based training and traditional briefing materials. The deliverables will form the basis of a cross-industry implementation, lead by PSLG, that will allow an order of magnitude of more data on minor events to provide industry intelligence and, where appropriate, inform the industry Safety Risk Model. A much greater understanding of the numbers of minor events and the factors which lead to them, together with the actions needed to prevent them will be gained. The output from this research will provide greater credibility for the industry in the area of personal safety where currently the value of the intelligence derived from SMIS is poor. The close call data and web-based facilities to interrogate the data warehouse will provide highly visible safety intelligence to up to 2000 companies. This is a much greater rail user base than the 35 organisations that currently have direct access to SMIS. A Close Call Board has been established to oversee the research. T950 Investigating the economics of the 3rd rail DC system compared to other electrification systemsThis research is being carried out on behalf of the Future Electrification Group. It will assess whether it is prudent to convert from DC to AC from an economic and technical perspective. Factors to take into account include the expectation of increased demand for passenger and freight capacity. Currently 39% of the GB rail network is electrified, of which 25% is on the 25kV AC overhead system and 14% on the 750V DC third rail system. The research will answer the question Is the 750V DC third rail system the best solution for the future where it is presently installed? This will consider appropriate options for future power source(s) on DC routes where renewal dates for them are in the short to medium-term. Three potential options are:
A summary report will provide a generic 'business case' for conversion from 750V DC to an AC electrification system. This will inform Network Rail plans for the next Control Period, CP5 (2014 – 2019). Any possible work is most likely to start towards the end of CP5 or possible early in CP6, taking some 15-30 years to complete. The findings will inform an industry decision on what the most appropriate future strategy for the 750V DC third rail system should be. The potential benefits of changing to a 25kV OLE system will be verified by this research and include:
T955 Safety Risk Model Hazard Analysis for Rail Projects (SHARP)This research project will develop a list of common hazards derived from the standard functions and features of given types of system and/or engineering change project. It will determine the extent to which these hazards can be linked to the standards that control all or part of the risk they create and investigate the need for and benefit of further tools to support hazard identification, analysis, and management of railway projects and systems. By automating and standardising repeatable aspects of safety engineering processes, this research could save a large amount of time and effort associated with bespoke risk assessment work on new projects. The research is expected to produce two main deliverables: a methodology for using the SRM risk information to support the safety assessment of engineering change projects; and a new tool, suite of tools, or adaptation of existing tools, to support such a methodology. This project is supported by the Safety Policy Group. |
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