Work completed in 2024/25
Compatibility and optimisation of rolling stock traction batteries and charging
Non-conducting pantograph horns could cut the costs of electrification
Research shows the feasibility of a smart energy management system
Finding the right level of standardisation to cut costs, increase long-term flexibility, and ensure safety.
Over the next couple of decades, GB rail needs to phase out 600 diesel-only passenger vehicles to decarbonise the network. Battery-powered vehicles will play a significant role in their replacement.
Until now, their design and rollout has been undertaken on a scheme-by-scheme basis. This has resulted in bespoke solutions, which limits future flexibility and resilience.
V/TE SIC steered a project to inform long-term investment by exploring the optimal level of standardisation for charging systems, traction batteries, and vehicle integration. Factors include safety, interoperability, longer-term efficiencies, and flexibility.
The opportunities for standardisation are not only technical. Stronger operational controls could help prevent trains from running out of energy or overloading the network when charging. The findings of this project will help GB rail specify and deploy battery trains in a robust and cost-effective way.
Read the research findings in the RSSB Research Catalogue (T1272).
Contact Paul Gray, Professional Lead, Engineering, RSSB, with any queries:
Paul.Gray@rssb.co.uk
Testing and in-service trials show that the horns could improve safety and reduce construction costs in electrification projects.
The electrical clearance required in stations, as specified in the rail standards, is 3.5 metres between the platform surface and any live part. With GB platform heights nominally 0.9 m and an overhead wire height as low as 4.16 m, the pantograph horn can intrude on this clearance.
Network Rail can normally position the overhead line to achieve compliance, but often, it is not possible to keep the entire pantograph horn at the required distance.
Non-conducting pantograph horns are common practice in Europe. RSSB research triggered by V/TE SIC set out to investigate whether applying them to the GB network could mitigate the risk of insufficient electrical clearance in stations.
The research saw high-voltage tests conducted in wet and dry conditions, using different types of pantograph horns, and with contaminated and uncontaminated horns. The results demonstrated that non-conducting horns could work in service, reducing the electrical clearance required.
Building on this, Network Rail—with Brecknell Willis and operators Great Western Railway and Northern Trains—conducted in-service trials. Across 1.6 million miles of operation, these trials demonstrated the broad compatibility with Network Rail overhead line systems.
This solution can now be used to reduce:
the electrical clearance required between the pantograph horn and the sides of a tunnel or bridge, which could avoid demolitions and rebuilding, significantly cutting the costs of new electrification
the electrical clearance required between the pantograph horn and cant rail or roof, and hence, the costs of rolling stock design and manufacture
the safety risks of objects coming into contact with live parts in stations.
V/TE SIC played a key role in sponsoring the initial work and supporting mainline in-service trials.
Read the research findings in the RSSB Research Catalogue (T1120).
‘This work provides an answer to the question posed by the ORR regarding the performance of insulated pantograph horns. The electrical performance seen in these tests is eye opening and provides a real driver to change current practice and standards, reducing cost and improving safety in the industry.’
First steps towards real-time energy management for traction power supply and demand on the Western Route.
Parts of the existing electric traction power network are already running at full theoretical capacity during peaks times. Demand for electrical power will increase as more electric, battery, and multi-mode trains join the network, so this challenge will become ever more pressing.
Predicting and managing the capacity of the electric traction power network more accurately and closer to real time would lead to a smarter use of the power available. In future, such proactive management of available power could extend to the power available in train traction batteries.
RSSB research explored the feasibility of developing an intelligent energy management system (EMS). The findings proposed a way to transfer data on consumption, voltage, and current between trains and the controller. Together with an advanced traffic management system and trains fitted with Connected Driver Advisory Systems (C-DAS), this will comprise a smart EMS.
The work focused on the Network Rail Western Route because electrification equipment on this route can provide real-time data on power supply. The route also has integrated traffic management and C-DAS capabilities already in place.
Away from the Western Route, the research considered what could be implemented where less sophisticated systems are in place. It also produced a cost-benefit analysis for such a system.
V/TE SIC supported the project through scoping and delivery. It remains the primary sponsor and client group for the follow-on.
Read the research findings in the RSSB Research Catalogue (T1270).
Work on the follow-on research has started. Together with University of Birmingham, RSSB is now developing the logic and algorithms that will dynamically balance supply and demand of electric power (research project T1366). This includes identifying practical opportunities to apply and test the logic.
If you would like to get involved, contact Mark Hanham, Senior Research Analyst, RSSB:
Mark.Hanham@rssb.co.uk
‘This research started the journey to enable better use of available power. I look forward to the next step, which will take us to the frontier of right-time energy management on the network.’
