Research in action
Same train, more goods: an efficiency boost for rail freightScotRail drives autumn performance improvements with TrainServ trialTackling the challenges of lone workingDoes third rail have a role in the modern railway?Taking a whole-train view of braking performance
Research is unlocking the full capacity of modern freight locomotives.
Tractive effort is the ‘pulling power’ of a train. A loaded freight trains needs significant tractive effort to keep moving without its wheels slipping to a stop or stalling on a gradient. If a train stops along its journey, getting it moving again also relies on the tractive effort of the locomotive.
Rail has a system of tractive effort limits to maintain safe and continuous operation of trains on the network. These restrict the length and weight of a freight formation.
To be as efficient and low carbon as possible, freight trains try to run with their maximum ‘trailing load’. This is the total weight of all wagons and their payload behind the locomotive. The trailing load limits (TLLs) are defined in Network Rail’s Freight Train Loads Book (FTLB).
Together with supplier Railfreight Consulting, we challenged the inherited rules and status quo about TLLs (established in the late 1960s and barely touched since). The research developed a new way of calculating the tractive effort element of maximum freight load. It established a more scientific and quantitative approach to these values.
As a result, TLLs can be safely increased for many locomotives used on the network. The new calculations unlock potential efficiency improvements of up to 20%.
The research aimed to make a difference to the freight industry as soon as possible. We incorporated the new insight into the user-friendly calculator tool developed in our earlier project on freight coupler strength (T1256).
We aligned this research with a Network Rail project to digitise the FTLB, transforming it into a modern online database system with visualisations. This new architecture is using the outputs of the research, and we are continuing work to fully integrate the calculator tool. The research also allows easier and more frequent updates of loads in the FTLB in the future, such as after infrastructure upgrades or the introduction of new rolling stock.
Benefits from the research are already being seen on the ground. For example, Freightliner used the calculator to look at the true capability of the Class 70 locomotive:
increasing the length of an aggregates train in South Wales by 50%
examining the case for bigger hauled payloads from a mine head in North East England
modelling the Southampton–Robertsbridge gypsum route in search of greater capability
supporting a major infrastructure project on the Suffolk branch line by allowing heavier loads.
Remarkably, these benefits can be realised without additional investment in infrastructure or components. For the rail freight industry, this is truly ‘something for nothing’. Even if applied to just 20% of daily freight trains, it could still realise combined industry and environmental savings of over £52m per year and help the shift of goods to rail.
‘This research provides a significant quick win for the industry and increases our competitive offer. This work means that without the need for testing or detailed analysis we can increase in the amount of goods freight trains can carry.’
Find the calculator tool and supporting information at rssb.co.uk/research-catalogue/CatalogueItem/T1302.
We are keen to work with freight operators to help them unlock the benefits from this research. For a discussion, contact Aaron Barrett, Head of Research Delivery:
Aaron.Barrett@rssb.co.uk
Insights from the tool helped target problematic services and find underlying causes of delay.
Traditional analysis of rail performance is time consuming and prone to error. It is difficult to find the root causes of poor performance, particularly for sub-threshold (less than 3-minute) delays. Underlying issues remain unresolved, and performance stays poor.
ScotRail turned to Cogitare’s TrainServ software for insights into autumn performance and planning. TrainServ is a real-time performance tool. It was developed in 2020 through the innovation programme RSSB managed at that time. Managers can use the tool’s graphical representation of dwells, run times, and driver variability to improve timetabling and optimise driving.
Using TrainServ, ScotRail staff quickly identified services experiencing frequent sub-threshold delays. TrainServ then used more granular data from the On-Train Data Recorder of each train to drill down further and identify root causes. Armed with this new knowledge, ScotRail teams were able make effective changes. On-time departures for targeted services rose from 70% to 90%. The process also reduced knock-on effects, with the overall public performance measure improving from 59% to 72% over the worst-performing period.
Insights from the autumn trial led to improvements in the June 2024 permanent timetable. In one example, a minor platforming change at Dalmuir eliminated previously problematic delays.
Seeing the scope for improvement, the Scotland Alliance is planning a wider rollout of TrainServ in 2025. This rollout will cover 76% of services. It will also incorporate Automatic Driver Competency Indicators (ADCIs), developed through RSSB research. ADCIs use data to provide a more complete, objective, and insightful view of driver competence. They support more regular analysis and open the way for drivers to monitor their own performance. It also saves time for driver managers, allowing them to focus on the drivers who most need support.
Combining these features in one system promotes an integrated, data-driven approach. It will boost performance and maintain high standards of safe operation and passenger experience.
‘I’m really excited by what TrainServ can offer us… Through what on paper seems like a minor change in platforming at Dalmuir station, it has driven a huge performance benefit. If we can replicate that across the west of Scotland and the Central Belt, stretching from Mallaig and Stranraer to Edinburgh, the improvements in performance will be enormous.’
To see what ADCIs could do for your business, go to rssb.co.uk/research-catalogue/CatalogueItem/IMP-ADCI or contact Melissa Frewin, Senior Partnership and Research Grant Manager:
Melissa.Frewin@rssb.co.uk
To learn more about Cogitare and the product TrainServ, go to cogitare.biz/drive.
Our research reviewed the health, safety, and wellbeing risks of lone working and equipped the industry to manage these better.
A 2021 research project defined a lone worker as someone physically alone for several hours, with low levels of contact with colleagues. We estimated that 47% to 79% of passenger and freight operating company workers could be classified as lone workers.
The findings highlighted both positive and negative aspects of lone working. Positive aspects include a greater sense of autonomy and confidence. Negative outcomes include loneliness, fatigue, and heightened stress due to the lack of social interaction and support.
We identified three key actions for managing lone working risks effectively:
better understanding of the different types of lone working and associated risks
proactive, easily accessible support for lone workers, with regular check-ins from line managers, taking into account factors like night shifts or remote locations
a review of line management requirements and workloads to ensure that line managers are adequately trained and can realistically support lone workers.
We produced guidance for managing lone working with input from stakeholders across the industry. Separate guides are aimed at lone workers, their managers, and employers.
Some operators used the guidance to review their internal processes. This includes freight companies VolkerRail, GB Railfreight, and DB Cargo, as well as passenger operators East West Rail Company and Chiltern.
The findings also feature in wider frameworks, such as guidance for the management of work-related violence and the Railway Mental Health Charter.
The insights from this project are important to managing health and safety. If more organisations implemented the recommendations, we could see reduced absence, higher work performance, and fewer incidents related to lone working.
‘Produced with a wide range of cross-industry collaboration and input from several industry stakeholders, the lone working guidance provides a framework for the industry to continue the excellent work it has been doing to increase safety for all of our people.’
Download the lone working guidance at rssb.co.uk/research-catalogue/CatalogueItem/T1213.
There is more to do in increasing awareness of the prevalence of lone working in the industry and how to manage it. The latest RED safety video focuses on the issue. Watch the video at rssb.co.uk/red.
To discuss the research, contact Marcus Carmichael, Professional Lead, Operations and Performance:
Marcus.Carmichael@rssb.co.uk
With risks mitigated, the third rail network may be a cost-effective option for decarbonising the railways.
Further decarbonising railway traction will draw on a range of solutions, depending on local conditions and needs. Our research showed that extending third rail may be cost effective for non-electrified sections that are adjacent to existing 750 V DC third-rail sections.
However, due to safety risks, we need to find new ways of designing and using this traction option. Our research reviewed the risks associated with the operation of third rail. It also identified a range of measures to enhance the safety of an expanded system.
The research developed a structured approach to decision making, splitting high-level issues of compatibility or policy from the need to meet specific technical regulations.
South Western Railway—working with Network Rail, DfT, and rolling stock manufacturers—is making use of this research. The company plans to decarbonise the diesel fleet operating on the West of England route. Diesel trains currently run on DC third-rail track between London and Basingstoke and then onto an unelectrified section between Basingstoke and Exeter. The plan involves modifying existing DC third-rail rolling stock to run from traction batteries. These would take power from DC third-rail ‘charging islands’ at around 15 locations. The charging islands would remain switched off until needed, cutting risks.
‘We are working on proposals that capitalise on the research carried out by RSSB to safely extend DC electrification and exploit a current opportunity to decarbonise the West of England services.’
Find out more at rssb.co.uk/research-catalogue/CatalogueItem/T1214.
To discuss the research, or for support with putting the findings into practice, contact Paul Gray, Professional Lead, Engineering:
Paul.Gray@rssb.co.uk
Industry is using the Low Adhesion Braking Model to test changes in a safe, cost-effective way.
The Low Adhesion Braking Model (LABRADOR), developed through the University of Huddersfield and RSSB Strategic Partnership, is helping industry understand braking performance in novel ways.
Reliable and predictable braking is essential not only for a safe railway, but also for a high-capacity and reliable one. LABRADOR comprises various modules that describe the behaviour of parts of the brake system. The parameters of each module are set by the user, and the combined modules create a full-train braking model. In this way, users can investigate the impact of a change on whole-train braking performance in a safe, cost-effective way.
The model can be used by:
operators assessing the impact that changes on their network could have on train braking
anyone involved in investigating braking-related incidents
train manufacturers looking to optimise performance braking performance.
The tool is also being used in research, taking advantage of the testing facilities at the University of Huddersfield. Recent work on the initiation of squats identified braking conditions that can lead to their formation. It also found a way to reduce the occurrence of squats with particular wheel slide protection characteristics.
Work is underway to make use of the model in investigating braking-related incidents. In particular, it could help us understand the root causes of deep slides.
The use of LABRADOR to provide insights on the value of fitting different sander configurations is also being discussed with train operators working on the specification of new trains.
Read more about the LABRADOR research at rssb.co.uk/research-catalogue/CatalogueItem/COF-UOH-LAB.
If your organisation is planning changes to braking technologies or low-adhesion mitigations and would welcome insights from LABRADOR, get in touch with Sharon Odetunde, Head of Partnerships:
Sharon.Odetunde@rssb.co.uk
