Current and planned work
Could freight go faster?
What is ‘good stepping’ at the platform-train interface?
Clarifying measurements in station infrastructure standards
Optimising gauging calculations for efficient operations
Research into aerodynamic forces to inform maximum freight speeds.
For many decades, all freight traffic on the GB network has been limited to a maximum speed of 75 mph. Even as a new generation of freight locomotives and wagons is entering service with the capability to haul freight at higher speeds, this limit remains in place.
But being able to travel faster, even for part of a freight train’s journey, could benefit freight operators. It could also reduce congestion on the network as a whole, benefitting passenger services.
There are various barriers to faster freight. One reason for the blanket restriction to 75 mph is aerodynamic risk. A freight train travelling at higher speeds creates stronger slipstream and pressure waves, potentially increasing risk on the network—particularly when passing station platforms.
There is currently no evidence on whether aerodynamic forces created by freight trains travelling faster than 75 mph are acceptable. So, using the University of Birmingham’s Transient Aerodynamic Investigation rig, this work is assessing how the resulting aerodynamic forces would compare with the allowable levels.
The work is an important step in understanding aerodynamic forces for freight services up to 90 mph, as well as whether and how the risk can be managed to allow faster freight journeys.
View the earlier research in the RSSB Research Catalogue (T1303).
Contact Aaron Rostron-Barrett, Head of Research Delivery, RSSB, with any queries:
Aaron.Rostron-Barrett@rssb.co.uk
There’s real opportunity for innovation to increase freight speeds in line [with] the capabilities of the rolling stock. This research is a big step towards supporting that aim.
Work aims to achieve safety for passengers boarding and leaving trains.
Incidents and injuries can occur at the platform-train interface (PTI) as passengers board and alight from trains. The step (vertical distance) and gap (horizontal distance) that passengers negotiate at the PTI are determined by the relative positions of the station platform and train footstep.
There are a wide range of platform positions on the GB rail network. Rolling stock must ‘be as close as possible’ to reduce the step and gap for passengers while maintaining enough clearance between the train and infrastructure.
V/S SIC drew up a paper proposing a target relative step and gap for the PTI.
We are looking at building on this work in 2025–26. We welcome industry thoughts on ‘good stepping’ at the PTI. Contact Barry Tan, Principal Vehicle Dynamics & RST Systems Engineer, RSSB:
Barry.Tan@rssb.co.uk
Proposed amendments will remove confusion, enabling industry to record the most relevant values.
V/S SIC is establishing a working group to propose amendments to the Rail Industry Standard (RIS) for Station Infrastructure (RIS-7700-INS). The working group will address the following issues:
The standard does not specify where to measure the coping edge. This is leading to confusion and inconsistency when surveying.
Track fixity is currently defined in the RIS as high, medium, or low. This is a constraint: an alternative set of categories could enable greater accuracy and therefore more efficient gauging management.
Platform crossfall and usable width contributes to risk at the platform-train interface. However, there is currently no system to record this vital data.
Contact Mark Ward, Network Rail, with any queries:
Mark.Ward@networkrail.co.uk
Keeping gauging models up to date.
Clearances between rail vehicles and infrastructure (the gauging envelope) can be calculated using computer software. These calculations include information on rail vehicle models and infrastructure data.
V/S SIC is drafting a paper on what to consider when rail vehicles are updated and how the change could affect the gauging calculations.
Gauging, when calculated by traditional methods, can be over-conservative. But anything that limits the use of the network unnecessarily makes freight less efficient and is a barrier to freight growth.
Current computer models use probabilities based on standard deviations to calculate how much a rail vehicle will move while in transit and therefore how much clearance it will need. However, these calculations allow for all worst-case movements to happen at the same time.
New software can assess the probability of varying combinations of movements. By basing probabilities on more realistic scenarios, it could calculate a smaller but still safe clearance. The result could be more routes cleared for particular gauges and more permitted vehicle/load combinations within the gauge.
V/S SIC held an industry workshop in late October 2024 to discuss a draft new standard on probabilistic gauging methods: RIS-2774-RST. The aim is to see a consistent, accurate methodology in use across the industry. The new standard is due to be published in December 2025.
You are welcome to contribute your expertise to developing these areas of work. Contact Barry Tan, Principal Vehicle Dynamics & RST Systems Engineer, RSSB, to find out more:
