Research ready to use
Making full use of freight haulage capacityNew guidance on curtain-sided freight containersGetting more from the W10 and W12 freight gaugesIntegrating battery traction into the current railwayTrack Circuit Assistor – Risk Advisor Tool updated to cover modern fleetsRail Leader Update
Freight operators can run longer freight trains through a better understanding of locomotive tractive effort and the impact on trailing load limits.
The maximum weight a locomotive can haul is known as its trailing load limit (TLL). The methodology behind TLLs was set out in an historic British Rail document. That methodology had not been updated for decades. Several new locomotive classes, with improved power and traction, had been introduced to the GB rail network during that time.
Our research updated the methodology, providing more accurate locomotive TLLs that reflect their true capabilities. Working with the Rail Operations Group, we put the findings into use. We helped set the maximum tonnage that new Class 93 locomotives can haul, ahead of their introduction to the GB mainline.
The updated methodology also means that existing locomotives on the network can haul more wagons. For example, the new calculation leads to a 9% increase in the TLL for a Class 60 and a 15% increase for a Class 70. This will lead to savings of over £2,000 per return journey per ton through lower fuel and operational costs. Even if only 20% of freight journeys take advantage of these findings, the saving to operators will be over £52m every year.
This research enables freight operators and Network Rail to easily maximise the opportunities newer locomotives present to run longer freight trains. These findings are invaluable in supporting the sector’s growth and [meeting] its customers’ demands.
Read the research at rssb.co.uk/research-catalogue (search for T1302).
RSSB will support freight operators who are keen to adopt the revised methodology, unlocking longer freight trains on the network. To find out more, contact Aaron Barrett, Head of Research Delivery:
Aaron.Barrett@rssb.co.uk
Wider use could make intermodal transport easier, bringing business and sustainability benefits.
Most freight on the GB rail network is carried in steel box containers. In contrast, curtain-sided containers are more common in road freight. This is because they are easy to load and unload.
Wider use of curtain-sided containers could bring business and sustainability benefits to rail freight. Companies owning this container type could become rail freight customers at little extra cost. They also allow journeys to be split between road and rail. This means they can be used even where warehouses and loading docks are not accessible by rail.
However, there has been apprehension around security, safety, and operational performance. That has limited the adoption of curtain-sided containers in rail freight. For example, near-miss events caused by loose curtain restrains have raised concerns. These events mainly cause delays, but this may lead to significant business costs and safety hazards. Lacking clear guidance, the rail freight sector has taken a risk-averse attitude.
This project looked at the risks of curtain-sided containers. It identified mitigations that help prevent events such as loose curtain restrains and where to apply them. It also identified where standardisation with the road sector could support safer and more efficient transfer of containers between modes.
From the research, and in close consultation with freight stakeholders, we produced good practice guidance. The guidance is for rail freight operators, road freight operators, and terminal owners. It offers practical solutions to reduce and mitigate the impacts of curtain-sided container risks and maximise efficiency.
Curtain-sided containers can help rail freight to meet growth targets. The risk assessment and guidance resolve many uncertainties around them. This will enable rail freight to harness the benefits of curtain-sided containers while ensuring the highest standards of safety and reliability.
Download the good practice guidance from rssb.co.uk/research-catalogue (search for T1320).
RSSB is keen to work with freight operators and curtain-sided container manufacturers to adopt the good practice and enact the recommendations made in the report. For more information, contact Aaron Barrett, Head of Research Delivery:
Updated gauges will enable more freight traffic and greater use of wagons.
The W10 and W12 gauges are used for freight containers on the GB rail network. W10 focuses on narrower containers, while W12 provides additional width clearance for larger cargo.
These gauges were designed around wagon and container combinations on the network in 2002. They do not cater for some newer rolling stock. For example, two more recent designs of container flat cannot comply with W10 or W12. To allow the 200 affected vehicles to run on W10- and W12-cleared tracks, absolute gauging analyses are carried out each year. This adds costs and is time consuming.
RSSB investigated potential changes to the W10 and W12 definitions. The aim was to find extra space to allow more combinations of wagons and containers. The cross-industry Vehicle/Structures System Interface Committee, freight operators, and Network Rail came together to explore options, evaluate trade-offs, and make the case for change.
The research used gauging data, specialist software, and vehicle dynamic models. It focused on minor refinements that could make a big difference.
The analysis led to revised W10 and W12 definitions that fit more vehicles. For W10, a further 64 container/wagon combinations can be added. For W12, a further 151 can be added. These extra combinations will allow operators to use wagons more efficiently and flexibly. The changes could also open more routes to these two gauges, increasing freight’s network access and capacity.
The revised gauges will be included in an update to rail standard GERT8073 Requirements for Standard Vehicle Gauges. It is expected to be published in March 2025.
Read the research behind the updated gauges at rssb.co.uk/research-catalogue (search for T1327).
To discuss the changes this research unlocks and how to make the most of them for your organisation, contact Paul Gray, Professional Lead, Engineering:
Paul.Gray@rssb.co.uk
Introducing a safe and efficient way to bring more battery-powered vehicles onto the network.
Over the next couple of decades, GB rail needs to phase out about 600 diesel-only passenger vehicles to meet net-zero targets. Battery-powered vehicles will play a significant role in their replacement.
Operating battery trains safely and efficiently brings specific challenges. Recharging will take place throughout the day and, in some cases, mid-service. Stronger operational control is needed to combat the risk of trains running out of energy. The new trains will also have distinct technical requirements.
Our research provides operators, infrastructure managers, and suppliers with a robust assessment of the options for rolling out battery-powered trains.
We assessed how and what standardisation of battery trains can bring efficiencies and reduce risk while allowing enough flexibility for technological improvements and location-specific needs. For example, where possible, trains should charge from the existing or new overhead line. In areas where the national grid is unable to supply sufficient power, a low-power, fast-charging, ground-based solution should be adopted. This would be similar to the existing third and fourth conductor rail solution for trains fitted with shoe gear.
The research also explored the concept of ‘authority to proceed’ for charging from traction power networks. This would help avoid overloading the network.
This research provides GB rail with an evidence-based approach to introducing battery-powered trains and their infrastructure.
Operators and infrastructure managers looking to introduce battery-powered trains can use these findings. They will help identify cost-effective battery train options that are most easily integrated onto their network and with their existing fleets. Read the project reports at rssb.co.uk/research-catalogue (search for T1272).
For more information, contact Aaron Barrett, Head of Research Delivery:
The tool prevents unnecessary disruption and over-specification while maintaining safety.
In the 1980s, Track Circuit Assistors (TCAs) were fitted to diesel multiple units (DMUs) on the GB mainline. Lightweight DMUs do not always trigger the track circuits that detect trains for signalling purposes. These wrong-side track circuit failures are most common when there is poor contact between wheel and rail. For example, this might be because of rust or leaf film. The TCA induces a higher voltage at the wheel/rail interface, breaking down the contaminant and allowing track circuit current to flow.
Where TCAs are needed depends on various features of the track and the rolling stock. TCAs also sometimes stop working. Operators need to know whether a vehicle with a defective TCA should be taken out of service, which may cause disruption.
To support safe and efficient decision-making, RSSB developed a TCA – Risk Adviser Tool. Its main functions are:
allowing train operators to assess the risk of operating specific trains over a specific type of route with TCAs not fitted or not operational
allowing manufacturers to validate whether TCAs are needed on newer DMUs.
The TCA – Risk Adviser Tool is widely used by operators and manufacturers. It is referenced by rail standards, including RIS-2777-RST Issue 1 Functionality and Management of Track Circuit Assisters (TCAs) on Rail Vehicles.
We first developed the tool in 2006, and we last reviewed and improved it in 2016. With the introduction of alternative traction power types and multi modes, it was time to update the tool and user guide again. The updated version includes newer diesel-powered units as well as battery-powered and multi-mode vehicles.
The TCA – Risk Advisor Tool has proved to be an essential part of managing on-train equipment, particularly in the leaf-fall season. The updated version ensures its continued relevance for years to come.
Read the research behind the TCA – Risk Advisor Tool update at rssb.co.uk/research-catalogue (search for IMP-T579).
For access to the updated tool and help with putting it to use, contact Paul Gray, Professional Lead, Engineering:
In this Rail Leader Update on research and innovation, Aaron Barrett—Head of Research Delivery—gives an overview of the Freight Research Programme, including the value it's delivering.
Established in 2021, RSSB's Freight Research Programme arose from the freight community's desire to have a dedicated pipeline of research to aid its growth targets.
To kickstart this effort, we engaged with members from many of our cross-industry groups, freight operators, and rail freight customers. And in the three years since its inception, the programme has delivered over £2.5m of research investment.
To learn more about the programme and to put our findings into use at your company, contact Aaron Barrett: