<p><a class="link-style-default link-page" href="#!/page/65e0928503ed1f3a8edad6cf/1" link-style="Default" data-link-target="New tab" target="_blank" data-link-type="page">A scientific approach to assessing heavier freight vehicles’ access to the network</a> | <a class="link-style-default link-page" href="#!/page/65e0928503ed1f3a8edad6cf/2" link-style="Default" data-link-target="New tab" target="_blank" data-link-type="page">Safe and efficient use of mobile technology by train drivers</a> | <a class="link-style-default link-page" href="#!/page/65e0928503ed1f3a8edad6cf/3" link-style="Default" data-link-target="New tab" target="_blank" data-link-type="page">Rethinking colour vision tests </a></p>
Research will explore the impact of heavy axle loads and implications for future access.
The maximum freight loads allowed on secondary routes in GB can vary. Network Rail can issue a dispensation to operate wagons with a heavier axle weight, up to a maximum of 25.4 tonnes.
Operators are concerned that such dispensations can be withdrawn at any time, due to the condition of the infrastructure on the route. This introduces uncertainty for freight operators in planning services, making promises to customers, and allocating future investment.
Using co-funding from RSSB and Network Rail, the University of Southampton is developing a model to predict the continued availability of routes to heavy axle weight traffic. The model will also look at mitigations to preserve asset safety and maintain heavy axle weight access.
This whole-system model will first assess masonry and metallic bridges. These two assets restrict route access to heavier freight vehicles when their condition deteriorates. The model will also inform decisions on where to invest to improve freight access to the railway network.
An early version of the model has been built and was showcased at the annual RIA Innovation Conference. Refinements to the model will continue throughout 2024.
The project team is now working with Network Rail and operators to identify other assets to be included in the model. They are also working on how to embed the model into existing industry processes.
Keep up to date with the research project at rssb.co.uk/research-catalogue (search for T1300).
For more information, or to discuss joining the steering group for the project, contact Aaron Barrett, Lead Research Analyst:
Aaron.Barrett@rssb.co.uk
How can smart devices help drivers in the cab without compromising safety?
Smart devices could improve communication and access to real-time operational data. However, bringing them into the driver’s role presents challenges. Any mobile device can distract from the task at hand and may tempt the driver to use it for unauthorised purposes.
Earlier RSSB research looked at informing staff on the risks of mobile phones (see T904 and T989). But since then, the landscape of mobile technology has completely changed. Devices like tablets and smartwatches are now mainstream. Ownership of smart devices has surged across all age groups, and they are used more in roles and tasks.
There's a pressing need for industry-standard guidelines to identify devices suitable for supporting driving tasks.
To address these challenges and opportunities, RSSB has launched two research projects:
Evaluating the effectiveness of control measures for unauthorised mobile devices in the cab (T1280)By assessing existing policies and control measures, this project aims is to understand how well they work in minimising distraction risks. Based on the findings, it will provide recommendations for improving control measures.
Industry standards for mobile electronic devices (T1332)By understanding the specific driving tasks that could benefit from access to mobile devices, the project will define minimum functional and ergonomic requirements. The resulting guidance will help operators to select suitable devices.
The overall aim of these two projects is to promote informed decision-making within the industry to maximise the benefits of mobile technology, while controlling risks and promoting safe practice.
Find out more about any of the projects at rssb.co.uk/research-catalogue (search by the project reference number).
If you are interested in joining a steering group, contact Marcus Carmichael, Professional Lead, Operations and Performance:
Marcus.Carmichael@rssb.co.uk
A task-based approach will prevent unnecessary exclusions from mainline train driving roles.
Safe train driving relies on accurate colour vision to see crucial signals and safety indicators. However, existing tests for red-green colour vision do not assess the severity of an individual’s colour vision deficiency (CVD). A person with mild colour vision issues may be able to perform all a train driver’s tasks safely.
CVDs affect approximately 8% of men and 0.5% of women. They are usually congenital but can also develop later in life. There are different forms of CVD, as well as severities.
The project aims to develop colour vision thresholds to determine the severity of an individual’s CVD. The thresholds will be calibrated to colour-dependent tasks of mainline train driving. They will also be compatible with available colour vision assessments.
By developing these thresholds and giving industry guidance on their use, the project aims to stop the unnecessary exclusion of capable individuals from mainline train driving roles.
Keep up to date with the progress of the project: go to rssb.co.uk/research-catalogue search for T1279.
To discuss joining the steering group for this project, contact Marcus Carmichael, Professional Lead, Operations and Performance: