Infrastructure
May 2014
A guide to
RSSB research
Infrastructure
© RSSB Copyright 2014 Rail Safety and Standards Board.
This publication may be reproduced free of charge for research, private study,
or for internal circulation within an organisation. This is subject to it being
reproduced and referenced accurately and not being used in a misleading
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and Standards Board and the title of the publication specified accordingly.
For any other use of the material please apply to RSSB’s Head of Research
and Development for permission. Any additional queries can be directed to
enquirydesk@rssb.co.uk. This publication can be accessed via the RSSB
website www.rssb.co.uk.
RSSB
Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY
www.rssb.co.uk
Tel:
Email: 020 3142 5300
enquirydesk@rssb.co.uk
All photographs copyright RSSB, or courtesy of Ant Davey, RSSB.
2
RSSB
What is RSSB?
RSSB is a not-for-profit company supported by major rail
industry stakeholders.
RSSB facilitates the resolution of difficult cross-industry
issues and builds consensus.
RSSB delivers a unique mix of products and services to
the industry – supplying knowledge, analysis, technical
expertise, and information and risk management tools.
RSSB and the rail industry work together to:
Continually improve the level of safety in the rail
industry
Drive out unnecessary costs
Improve business performance
The company is limited by guarantee and is governed
by its members, a board, and an advisory committee. It
is independent of any single railway company and of its
commercial interests.
RSSB
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Infrastructure
Research and Development
A key part of RSSB’s product range is the research and
development (R&D) programme that it manages on behalf
of the railway industry. The programme is funded by the
Department for Transport (DfT) and aims to assist the
industry and its stakeholders in achieving key objectives:
•Improving performance in terms of health and
safety, reliability, and punctuality
•Increasing capacity and availability
•Reducing cost
•Integrating all of these to compete effectively with
other transport modes (or complement them as
appropriate)
•Deliver a sustainable future for the railway
The RSSB-managed rail industry research programme
focuses on industry wide and strategic research that no
individual company or sector of the industry can address on
its own. The programme is also instrumental in supporting
the development of a future vision that can be best delivered.
In addition, RSSB manages the rail industry strategic
research programme which has been specifically developed
to support industry and its stakeholders in the delivery of
‘step changes’ in industry strategy in 10, 20 and 30 years’
time – as outlined in the Rail Technical Strategy.
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RSSB
Engineering Research
This covers eight major research topics, all concerned with
reducing business risk relating to the infrastructure, the
rolling stock, their interaction with each other, and processes
that keep the railway moving.
This booklet focuses on the Infrastructure area of RSSB
research and the principal client group for this area is the
Vehicle/Structures System Interface Committee. Its aim is to:
•Inform you about research that has been done
•Show you where to find the results of the research
•Encourage you to find out more, including
registering to receive the RSSB R&D e-newsletter
•Encourage you to register on RSSB’s Sharing
Portal for Access to Rail Knowledge (SPARK) http://
www.sparkrail.org/
The R&D programme has generated substantial knowledge,
information and resources designed to support the rail
industry’s delivery of an efficient current service and future
upgrades.
This booklet provides only a brief insight into the research
projects – the best way to find out more information about
each project is to go to the Research and Development
section of the RSSB website – www.rssb.co.uk – where
you can find more details including links to the reports and
outputs.
Key Contact:
Head of Engineering Research
R&D Programme
RSSB
enquirydesk@rssb.co.uk
RSSB
5
Infrastructure
Infrastructure Cross-Industry
Groups
The cross-industry groups for this research are the Freight
Technical Committee, the Vehicle/Structures System
Interface Committee (V/S SIC) and its sub-groups: the V/S
SIC sub-group and the Aerodynamics GB Working Group.
Infrastructure Research
Research work under this topic concerns:
•Track
•Track structure, drainage, earthworks and
structures supporting or protecting the track
•Other adjacent structures and buildings that could
affect the safety of the railway
•Tunnels
•Station infrastructure
•Infrastructure for access to or along the railway
•Fixed infrastructure at level crossings
•Structures used to support signalling,
telecommunications, electrification, lighting and
other equipment (for example, gantries)
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RSSB
The scope of research under this topic also includes:
•The management of risk from the railway
environment. This includes lineside security an
environmental conditions (managing the risk from
vegetation, weather and water).
•Consideration of the interfaces between items
within its coverage and those within the coverage
of other standards committees (for example,
the interfaces between track and structures and
railway vehicles).
The Infrastructure topic research encompasses eight areas
Area 1 – Research to help make better use of available
gauge capability to increase the capacity of the network
This area of research concerns obtaining a fuller
understanding of the capability of the infrastructure in terms
of vehicle size. There is strong industry pressure to make
better use of the available gauge on the network to allow the
passage of higher capacity passenger vehicles and larger
freight vehicles.
In an increasing proportion of the network, passenger
demand outstrips capacity, in particular at peak times. It is
therefore essential that passenger vehicles have the greatest
practicable capacity; means of achieving this include the use
of longer vehicles and double deck carriages.
RSSB
7
Infrastructure
Infrastructure Research
Area 2 - Research to improve utilisation of the available
capability of structures to increase the capacity of the
network
This area of research concerns obtaining a wider
understanding of the capability of current structures to
increase the capacity of the network. The introduction
of European Standards under the auspices of the
Interoperability Regulations and Technical Specifications for
Interoperability (TSIs) will provide an opportunity to maximize
capacity of the existing network.
There is great pressure from freight operators and
government to make best use of the network for freight
haulage. Currently there is a good understanding of the
capability of the network through initiatives put in place
by Network Rail. However, there is a need to improve
understanding of the limits placed on trains, and in
determining the traffic that can be accommodated with a
view to potentially prioritising enhancement work for specific
constraints.
To cater for predicted growth and to provide for continued
growth in the transfer of traffic from road to rail this area is a
key one for development
Area 3 - Research to improve the understanding of the
risks associated with the vehicle to station interface to
improve management of the safety and capability of the
network
This area is a key interface for the management of safety
and capability of the network. It is necessary for passenger
vehicles to approach the platform interface closely in order to
minimise stepping distances.
8
RSSB
Society has a desire for greater inclusivity, and the
availability of the railway to all passenger users, whatever
their ability or disability, is an important aspect. There is
concern within the industry about the most appropriate
way to respond to the needs of a wide range of persons of
reduced mobility without disadvantaging the able-bodied.
Passenger and train length capacity at stations is at a
premium at some major termini, in particular in London.
Extension of the current facilities is often complicated by
the requirement to maintain a 20 m safety zone behind
buffer stops as defined in the code of practice GC/RC5633
‘Assessing the risk from train overruns at terminal or bay
platforms’. There are large potential benefits if the risks
associated with this requirement are better understood.
Area 4 – Research to improve the understanding of the
relationship between vehicle behaviour with track and
structures to ensure cost effective and safe operation of
the railway
This area is to improve the understanding of the relationship
between track geometry and vehicle behaviour.
This area also considers the effects of track quality on the
size of kinematic envelopes and correlate this with ride
quality for passengers to ensure consistency of approach
across rolling stock and infrastructure disciplines.
The determination of the available gauge for rolling stock to
operate without conflict with fixed infrastructure and passing
vehicles is vital to the cost-effective and safe operation of the
railway.
RSSB
9
Infrastructure
Infrastructure Research
Area 5 – Research to understand the environmental
effects on the utilisation of infrastructure, particularly
with regard to the adaptation required in response to
climate change
This area looks at the effects that the current and predicted
climate will have on railway infrastructure.
The impact of climate change on infrastructure is a key
area of current concern. The effects of change are already
being felt but the rate of change and the implications for the
railway are not fully understood. This area will help to inform
the industry on the changes that are anticipated and the
measures needed to address them.
Extreme weather events are becoming more frequent and
more extreme; examples include flooding, coastal erosion
and extremes of heat and high wind.
Area 6 – Research to gain a more accurate
understanding of the rates and modes of deterioration
to determine remaining service life of structures and
earthworks
Much of the railway infrastructure is old and built using
methods that would not be practicable today. It is often
very difficult to predict service lives and failure modes with
acceptable reliability. Many embankments were constructed
by tipping material until it stabilised, but with no consideration
for future stability.
Reliable prediction of the capacity, adequacy and risk of
failure of ageing structures and earthworks for the railway
network is important. There may be opportunities to improve
current examination and condition assessment systems and
techniques with resultant benefits for asset management and
impact on train operations.
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RSSB
Area 7 – Research to better understand how
aerodynamics influence the interaction between vehicles
and infrastructure to ensure cost-effective and safe
operation of the railway
The understanding of aerodynamics in railways is a specialist
subject for which there are gaps in our understanding and
for which further guidance on appropriate controls would be
beneficial. Railway aerodynamic topics are wide ranging, and
include: tunnel pressure effects; transient pressure effects
on structures, overhead line and stations; train slipstream
effects on people and pushchairs on station platforms
and at the track-side; wind loading and the kinematic
envelope; effect of train pressure pulses on other trains; train
aerodynamic stability in high winds; interaction with ballast at
high speed, etc.
Area 8 – Research to improve the understanding of track
structure and componentry
The track structure must be able to withstand the forces of
passing vehicles under a range of climatic and environmental
conditions and loadings.
The resistance of track to temperature variations through
summer and winter is an important performance requirement.
Particularly for S&C it is important that track stability is
carefully managed through initial installation and long term
maintenance. It is also expected that climate change will lead
to higher temperature becoming more common.
Complementary work was progressed in the EU project
INNOTRACK.
RSSB
11
Infrastructure
T096
T112
T173
T174
T248
T312
T331
T359
T360
T371
T372
T373
T425
T519
T552
T553
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RSSB
Wind overturning study
Safety implications of weather, climate and
climate change
Impact of scour and flood risk on railway
structures
Measurement, modelling and mapping to
predict rail temperature
Dynamic effects on structures (freight
specific)
Review of train slipstream effects on
platforms
Current and recent international work on
railway aerodynamics
Rail heating to achieve stress free
temperature of rails
Management of stressed continuously
welded track
Safe management of railway structures
and earthworks
Implications of weather extremes and
climate change on railway infrastructure
The Effect of Track Stiffness on Track
Performance
Reducing uncertainty in structure gauging
Effective management of risk from
slipstream effects at trackside and
platforms
Archive of documents relating to gauging
(Issue 2)
Remote risk assessment of geohazards
along transport corridors
Development of rail heating blankets to
address track buckling in and around
switches and crossings
Area 8
Area 7
Area 6
Area 5
Area 4
Area 3
Area 2
Project Project Title (Published)
T034
Area 1
Major areas that project covers
Page Number
Infrastructure Project Index
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
33
T554
T560
T568
T569
T578
T601
T609
T610
T643
T670
T689
T696
T720
T726
T727
Safe management of railway structures flooding and scour risk
Safe limits of operation for shallow fixed
obtuse crossings
Development of a new freight gauge to
extend the application of the W9 gauge
Development of risk based examination
intervals for Network Rail bridges
Investigate and review gauging
opportunities for freight traffic
Development of a Framework of Freight
Gauges
Inspection and correction of low speed
maximum lateral track alignment
exceedances
An assessment of the costs and benefits
of adopting a standard uniform platform
height of 1115mm
Assessing the impact of climate change on
transport infrastructure
Investigation of the accumulative effect of
vehicle tolerances on gauging
Determining pantograph sway limits
from combined vehicle dynamic and
aerodynamic effects
Appraisal of Eurocodes for Railway
Loading
Development of a ‘Go Anywhere’ vehicle
gauge – Class 150 and 170 benchmarking
Investigate feasibility of increasing existing
platform radii where platform is located on
curve radius less than 200m
Gauge clearance potential for containers
on European and ISO container routes
Page Number
Area 8
Area 7
Area 6
Area 5
Area 4
Area 3
Area 2
Project Project Title (Published)
Area 1
Major areas that project covers
34
35
36
37
38
39
40
41
42
43
45
47
48
49
50
RSSB
13
Infrastructure
T741
T749
T750
T752
T763
T780
T787
T788
T815
T816
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Design of Railways Structures to the
Structural Eurocodes
Guidance on protecting people from the
aerodynamic effects of passing trains
Review of Euronorm design requirements
for trackside and overhead structures
subjected to transient aerodynamic loads
Aerodynamics in the Open Air (AOA)
European Project
Noise and vibration guidance for railways
adjacent to urban development
Investigation into Inner Suburban Gauge
capability
Gauging opportunities to run existing
passenger vehicles beyond their current
routes
Heating blankets to stress switches and
crossings for improved track stability
Limits on vertical track alignment through
station platforms
Measuring effect of crosswinds on trains by
correlating wheel monitoring systems and
anemometer data
Area 8
Area 7
Area 6
Area 5
Area 4
Area 3
Area 2
Project Project Title (Published)
Area 1
Major areas that project covers
Page Number
Infrastructure Project Index
51
52
53
55
57
59
60
61
62
63
T848
AeroTRAIN (a TrioTRAIN project)
- Aerodynamics: Total Regulatory
Acceptance for the Interoperable Network
65
T866
Investigation of platform edge positions on
the GB network
67
T871
Guidance for computational fluid dynamics
modelling of the forces and moments
acting on trains in crosswinds
69
T926
V/S SIC Guide to British Gauging Practice
70
T942
Pantograph sway acceptance requirements
and methodology
71
RSSB
Page Number
Area 8
Area 7
Area 6
Area 5
Area 4
Area 3
Area 2
Project Project Title (Published)
Area 1
Major areas that project covers
73
T977
Development of revised lower sector
vehicle gauge
74
T988
Rail bridge design requirements for GB
traffic
76
Area 8
Area 7
Area 6
Area 5
Area 4
Area 3
Area 2
Project Project Title (In Progress)
Area 1
Major areas that project covers
Page Number
T961
Investigation of freight vehicle aerodynamic
performance in accordance with GM/RT
2142 Resistance of Railway Vehicles to
Roll-Over in Gales
T679
The effects of railway traffic on
embankment stability
78
T978
Development of new ‘Suburban’ passenger
vehicle standard gauge
80
T995
Development of a new locomotive gauge
(2012)
82
T1020
The assessment of anemometer-based
wind alert systems for implementation in
GB
83
T1028
Investigation of wind tunnel ground
configurations on aerodynamic forces and
moments
85
T1031
Gauging requirements for freight wagons
under side wind loading conditions
86
T1037
Investigation of passenger vehicle footstep
positions to reduce stepping distances and
gauging constraints
87
RSSB
15
Infrastructure – Published projects
Published Infrastructure projects
T034 Wind overturning study
Description
Uncertainty in aerodynamics calculations has necessitated conservatism
leading to an overestimation of the risk of vehicles overturning. This
research conducted full scale testing and wind tunnel testing to remove
some of this uncertainty
Abstract
The current Railway Group Standard for minimising the risk of vehicle
overturning in gale conditions (GM/RT2142) allows the susceptibility
of overturning to be assessed in a number of different ways. All
approaches require coefficients that characterise the wind induced
aerodynamic forces and moments that act on the train. Unfortunately,
uncertainty over the values of these coefficients has necessitated
conservatism in the calculations, which can lead to an overestimation
of the risk. This research aims to provide more certainty and reduce
this conservatism. On behalf of RSSB, Atkins conducted full scale
testing on the Cumbrian coast. BMT Fluid Mechanics then replicated
these tests at scale in a wind tunnel. The outcome of the work is
documented in a series of detailed reports that are likely to be of interest
to aerodynamicists and are available on request. A summary report has
been prepared for a wider audience by the University of Birmingham
who oversaw the work.
Published
Current
Position
16
RSSB
March 2004
This research has contributed to the revision of Railway Group Standard
GM/RT2142 Resistance of Railway Vehicles to Roll-Over in Gales
(published in August 2009), and Railway Code of Practice GM/RC2542
Recommendations for Determination of Aerodynamic Rolling Moment
Coefficient (published in October 2009).
T096 Safety implications of weather, climate and climate change
Description
Abstract
Some hazards on the railway are weather and climate related and
future climate change may increase the system’ssusceptibility to these
hazards. This research identifies the implications.
Some hazards on the railway are weather and climate related and
future climate change may increase the system’s susceptibility to these
hazards. On behalf of RSSB, AEA Technology Rail conducted research
to evaluate the status of knowledge concerning these threats and
identify areas where the industry may need to focus efforts in response
to them. Using available information concerning climate change and the
susceptibility of the system to weather related hazards, a series of risk
scenarios were identified associated with various weather factors. The
increased occurrence of extreme weather events appears to present
the primary threat to the system. Recommendations for actions to
support a response to these issues have been developed, focusing on
identified priorities. Future regimes for managing the infrastructure will
need to adapt to cope with extreme weather as will the design of the
infrastructure itself.
Published
Current
Position
March 2004
The findings of this research have been used in projects T371
Implications of weather extremes and climate change on railway
infrastructure and T643 Assessing the impact of climate change on
transport infrastructure.
RSSB
17
Infrastructure – Published projects
T112 Impact of scour and flood risk on railway structures
Description
Abstract
This project investigated the ‘priority rating’ system currently used by
Network Rail to prioritise the risks of railway structures failing from scour
or flood damage. Various enhancements were recommended.
This project investigated the ‘priority rating’ system currently used by
Network Rail to prioritise attention to structures based on the risk of
it failing from scour or flood damage. This would help to reduce the
catastrophic risk profile of the railway and allow the more effective
distribution of resources according to the magnitude of the risk and the
mitigation potential. On behalf of RSSB, JBA Consulting conducted
research to determine if current assessment methods could be made
more accurate,
reducing uncertainty and thereby managing the risks more effectively.
In particular, the work reviewed current guidance and investigated
concerns of conservatism in existing threshold values. The project
recommended various enhancements to the process, which were taken
forward under a new project T554.
Published
Current
Position
18
RSSB
July 2004
This research led to a follow-on project T554 Safe management
of railway structures - flooding and scour risk, which provides
alternative assessment methods for flooding and scour under specified
conditions.
T173 Measurement, modelling and mapping to predict rail
temperature
Description
This project has demonstrated that temperatures measured at local
weather stations, along with suitable modelling, can be mapped to
location specific rail temperatures and thus help to mitigate the effects of
extreme weather.
Abstract
Atmospheric temperatures and direct sunlight can have a significant
impact on the operation of railway infrastructure. High temperatures in
the summer can lead to rail buckling while icing in the winter can affect
the rails and points. This project has shown that temperatures measured
at local weather stations, along with the model developed, can predict
rail temperatures at specific locations. Whilst this technology is in use on
the highways to direct mitigation measures, it had not been attempted
before on rail either in the United Kingdom, or abroad. On behalf of
RSSB, the University of Birmingham conducted research using thermal
mapping technology, in the form of a vehicle mounted infrared camera,
video and Global Positioning Satellite equipment linked to a weather
station. The data collected was used in conjunction with actual or
forecast weather data to predict rail temperatures on an hourly basis.
The prototype model can be accessed on the Internet and the research
brief gives more information.
Published
Current
Position
April 2006
Although the concept was very well received, implementation was a
low priority owing to the lack of unusually hot summers in the years
preceding the research. The prototype is available for further research
when required.
RSSB
19
Infrastructure – Published projects
T174 Dynamic effects on structures (freight specific)
Description
Abstract
Published
Current
Position
20
RSSB
This research was to understand the dynamic effects of freight vehicles
passing over bridges, particularly at speeds higher than currently
permitted.
Efficiency and the need to increase rail’s share of the freight market is
driving a need for the industry to operate freight trains at higher speeds
than currently permitted. This will allow faster journey times and allow
freight train paths on mixed traffic lines, especially if line speeds are
increased. In order for this to be achieved, the dynamic effect that higher
speed freight trains have on bridges needs to be determined. On behalf
of RSSB, Mott McDonald conducted research to determine the dynamic
effects of seven representative freight train formations at various speeds
on a number of common bridge types. This was carried out using onedimensional and then three-dimensional models to simulate the dynamic
effect given the various vehicle and structure characteristics. The project
concluded that the existing assessment process for establishing the
load capacity of bridges at current permitted speeds (60 and 75 mph) is
adequate. However, an enhanced process is recommended for higher
speeds. Further research is being considered by RSSB.
July 2003
The findings from T174 provided a basis for taking forward research
on the dynamic effects of freight trains in particular, highlighting the
structural issues associated with faster freight trains. For example, the
value of the dynamic increment of load, the likelihood of resonance,
the safety limit for track twist associated with deformation of structures,
instability of ballast, and the impact on track quality. The Technical
Strategy Leadership Group (TSLG) is working on a freight-oriented
network theme that will enable freight trains to travel at higher speeds.
The output of the research is being used by Network Rail, a particular
example being the consideration of higher speed freight traffic on the
West Coast Main Line.
T248 Review of train slipstream effects on platforms
Description
Abstract
Published
Current
Position
This project conducted a literature review of past and current research
into the effects of train slipstreams on platforms and how other railway
administrations manage the risk.
Recent accidents involving baby buggies on platforms both in Great
Britain and in Germany led to concern about the risk to passengers
and track workers from the slipstreams of trains. Slipstreams are also
a hindrance to more effective movement of freight and higher speed
operation of passenger traffic. On behalf of RSSB, AEA Technology
conducted a ‘desk top’ review of past and current research on the
effects of train slipstreams focusing on platforms and a report was
published. Records of incidents caused by train slipstreams, together
with methods used by other railway administrations to manage risks
from slipstream effects, are described.
March 2004
As a result of this initial research, the industry developed and agreed
more specific research projects, including T425 Effective management
of risk from slipstream effects at trackside and platforms and T546
Understanding aerodynamic influences of vehicle design on wheel/
rail leaf contamination.
RSSB
21
Infrastructure – Published projects
T312 Current and recent international work on railway aerodynamics
Description
Abstract
Published
Current
Position
22
RSSB
This work identified recent and current worldwide aerodynamics work
in areas that have an impact on train operations.
Uncertainty about the effects of aerodynamics relating to train
operations represents a barrier to progress. RSSB identified a
number of areas where research should be considered to reduce this
uncertainty: trainaerodynamic stability in high winds, wind loading
and the kinematic envelope, train slipstream effects on the external
environment, effect of train pressure pulses on other trains, and tunnel
pressure effects on train interiors. RSSB commissioned the University
of Birmingham to identify recent and current worldwide work in this
area, supported by interviews and questionnaires with participants.
A report has been published describing work being carried out,
assessing the relevance to the research areas identified by RSSB and
drawing conclusions.
June 2004
This research complemented the initial work of project T248 and
helped support the industry in its investigation of a more focussed
research project: T546 Understanding aerodynamic influences of
vehicle design on wheel/rail leaf contamination.
T331 Rail heating to achieve stress free temperature of rails
Description
This project investigated the feasibility of electrically heating rail in
switches and crossings during installation to provide improved stability
in hot weather.
Abstract
To minimise the risk of distortion and buckling in hot weather, rail in
continuously welded track is deliberately tensioned at installation so
that it will be neither in tension nor compression longitudinally at a
specific Stress Free Temperature, usually between 21˚C and 27˚C.
The tensioning is usually achieved with hydraulic equipment that
often cannot be used when installing switches and crossings (S&C).
On behalf of RSSB, GrayBar Limited conducted an investigation and
trials to identify if it was feasible to develop an efficient, cost-effective
and practical means of tensioning S&C using electrical heating
equipment. The project found that electric heating of short lengths
of rail was practicable using relatively easy to fit heated jackets. The
equipment was successful in heating an RT60 switch to the stress free
temperature in various ambient conditions. Further development of this
system has been progressed under project T553.
Published
Current
Position
September 2006
Research projects taken forward as a result of acceptance of
recommendations are: T553 Development of rail heating blankets
to address track buckling in and around switches and crossings
and project T788 Heating blankets to stress switches and
crossings for improved track stability.
RSSB
23
Infrastructure – Published projects
T359 Management of stressed continuously welded track
Description
This project investigated the factors that influence the behaviour of
stressed continuously welded rail and associated track instability. The
results of the work have contributed to a better understanding of the
risks associated with track buckling and rail breaks.
Abstract
There are various factors, such as track construction and track
disturbances, that affect the behaviour of stressed continuously
welded track over time. This project, considering both plain line
and switches and crossings, has investigated issues such as the
effectiveness of current methods of track stressing, external factors
that influence stress levels over time, and geographical situations.
The findings of the project provide a greater understanding of the
effectiveness of stressing as currently practised and provide the basis
for future improvements. It identified transferable practices from other
countries and reviewed new pieces of equipment that could improve
the capability for measuring and installing stress in rails. This work
has informed the thinking which could lead to eventual changes in
working practises and designs to better manage track buckling in high
temperatures and rail breaks in low temperatures.
Published
Current
Position
24
RSSB
December 2008
This research was taken forward under research project T553
Development of rail heating blankets to address track buckling in
and around switches and crossings.
T360 Safe management of railway structures and earthworks
Description
This project investigated how a risk-based approach might apply
to the inspection of railway structures and earthworks, including
benchmarking of current inspection techniques. This included
consideration of the constraints on freight operation.
A reliable method of determining the capacity, adequacy and risk
of failure of the structures and earthworks on the railway network
is essential for continued safe operation of the railway. Current
examination techniques may be capable of providing higher quality
management information, that in turn could be used to improve
and enhance the inspection regime in a cost-effective manner. In
addition, key factors that constrain the use of high-speed freight
operation will also be explored. The output from this project will
assist in understanding the current risks associated with structures
and earthworks, evaluate the effectiveness of the current inspection
regimes and highlight the potential for improvements to optimise the
structure management process. It will also identify the barriers that
prevent the introduction of higher speed and greater capacity freight
operations.
Published
Current
Position
March 2009
The findings from this research have been developed further through
T679 The effects of railway traffic on embankment stability
and T569 Development of risk-based examination intervals for
Network Rail bridges. T569 has provided the basis for Network Rail
to develop structure examination procedures on the basis of risk.
RSSB
25
Infrastructure – Published projects
T371 Implications of weather extremes and climate change on
railway infrastructure
Description
Climate change will increase the intensity and frequency of extreme
weather events which can cause disruption to train operations and can
also affect safety. This research investigated which areas the industry
should concentrate their resources in preparing plans to adapt for and
mitigate climate change effects.
Abstract
By its nature, railway infrastructure is exposed to the effects of
weather. In general, railway infrastructure is robust and can withstand
these effects. Extreme weather events, such as intense rainfall, high
winds, coastal storms and high temperatures, can however cause
disruption to train operations and, in some particularly severe cases,
can affect the safety of the railway. These extreme weather events are
predicted to increase in intensity and frequency as a result of climate
change. The Department for Transport has encouraged a collaborative
approach to achieving better understanding of climate change effects
by building on good practice elsewhere and to achieve efficiencies
in the time inputs required by individual organisations. This project
looked at the research already completed in this area and which areas
required further work. It identified the options for quantification of
climate change effects on railway infrastructure and proposed a project
to consider the impact of climate change on the coastal defences
at Dawlish in South West England. This was taken forward as T643
Assesing the impact of climate change on transport infrastructure.
Published
Current
Position
26
RSSB
July 2004
This initial scoping study identified the focus for follow-on work and
in particular the practical demonstration of approaches to better
understand and plan for the impact of climate change. Project
T643 Assessing the impact of climate change on transport
infrastructure has taken this forward. This research has also been
recognized in the EU Weather project and further GB research has
been completed in T925 Adapting to extreme climate change
(TRaCCA)
T372 The effect of track stiffness on track performance
Description
Abstract
Published
Current
Position
This project has provided a review of knowledge of track stiffness, in
relation to optimum whole life performance of the track.
The stiffness of the track structure is a key input for the development
of designs and maintenance plans to achieve optimum whole life
performance. Rail Safety Standards Board (RSSB) commissioned
AEA Technology to conduct a focused literature search to determine
the gaps in knowledge and identify other ongoing research in this
area from a UK and a worldwide perspective. The project found that
there were differing interpretations and opinions on the relevance,
importance and understanding of track stiffness. For management
of existing lines the main issue seemed to be the cost of remedial
work versus the life cycle cost saving and associated benefits. In a
number of studies remedial treatment methods had been considered
to offer a reasonable net present value but a relatively poor cash flow.
The study identified a number of areas for future research including
investigation of the financial case for remediating the track stiffness of
current typical UK tracks, further development of the understanding of
the life cycle costs of the railway track structure and development of
appropriate measuring technology. RSSB will work with stakeholders
to identify which of these areas are to be progressed.
February 2006
This study was used in the development of the Conventional rail
Infrastructure TSI and provides a review of knowledge of the subject
RSSB
27
Infrastructure – Published projects
T373 Reducing uncertainty in structure gauging
Description
Abstract
Published
Current
Position
28
RSSB
This project aimed to reduce the uncertainty of the factors influencing
structure gauging, including how track position varies, measurement
accuracy and the effects of crosswinds on vehicles. This has enabled
better use of the loading gauge.
This project will seek improvements in the accuracy and reliability of
the vehicle gauging process in order to make better use of the loading
gauge and thereby permit the largest possible vehicles to operate
safely. Determination of the available gauge for rolling stock is vital to
prevent collision with railway infrastructure or other trains. The process
is dependent on many factors that can result in a degree of overcompensation because their effects are not known with any accuracy.
This project aims to make better use of the loading gauge by reducing
the uncertainty of these factors in particular, track fixity (how track
position varies with time and use), measurement accuracy and the
effects of crosswinds on vehicles.
March 2007
The outputs from this research have been taken forward in project
T670 Investigation of the accumulative effect of vehicle
tolerances on gauging, which examines this issue using different
measurement criteria.
T425 Effective management of risk from slipstream effects at
trackside and platforms
Description
Abstract
Published
Current
Position
This work reviewed the safety risk associated with slipstreams,
investigated the effects of slipstream flows on people and equipment,
examined the effects of cross winds on slipstreams, assessed
mitigation measures and defined issues for further investigation.
In Britain, the risk associated with train slipstreams is small; however,
train slipstreams can have a significant effect on the safety of
passengers on platforms and trackside workers if the risk is not
managed effectively. Tests have shown that peak flow velocities
generated at the positions of safety on platforms and at the trackside
are 20 m/s and just over 25 m/s respectively. Crosswinds can amplify
this, but significant scatter exists in the results, and the experimental
data is difficult to reconcile with actual operating experience. This
project sought a greater understanding of the mechanisms by which
risk manifests itself, enabling mitigation measures to be optimised
along with the opportunity to alleviate operating constraints on freight
traffic in particular. The project identified low cost mitigation measures
and made recommendations for further work to: improve the reporting
of incidents; provide guidance to station operators; reduce risk and
uncertainty; develop the ability to predict slipstream effects; and review
the potential for increasing the speeds of freight trains.
November 2007
The results from this research have been taken forward and further
developed by projects: T749 Guidance on protecting people
from the aerodynamic effects of passing trains; T750 Review
of Euronorm design requirements for trackside and overhead
structures subjected to transient aerodynamic loads; T752
Aerodynamics in the Open Air (AOA) European Project and
T848 AeroTRAIN (a TrioTRAIN project) - Aerodynamics: Total
Regulatory Acceptance for the Interoperable Network.
RSSB
29
Infrastructure – Published projects
T519 Archive of documents relating to gauging (Issue 2)
Description
Abstract
Published
Current
Position
30
RSSB
This project compiled original gauging documents, making them
available for reference to the rail industry on a CD-ROM.
The methodologies and standards relating to gauging practice, and
the derivation of vehicle and structure gauges, have evolved over
many years. There are a number of documents that, although no
longer current, contain important information and provide the basis
and justification for today’s gauging practices. To reduce the likelihood
of misapplication or making unsafe alterations to gauges and gauging
rules as a result of a failure to understand their derivation, this project
identified and located key documents relating to gauging practice and
the derivation of vehicle and structure gauges. At the request of V/S
SIC, archive copies of the documents were produced by RSSB on
behalf of the rail industry and made available in electronic format on a
CDROM in July 2005. The archive has been updated to Issue 2 (July
2009) to include additional gauging documents that have been located
since the original issue, and the results of additional gauging related
research.
August 2009
These reports are available on RSSB knowledge sharing portal
SPARK
T552 Remote risk assessment of geohazards along transport
corridors
Description
The aim of this research was to investigate how remote engineering
surveying techniques (such as examination by helicopter) can be used
to improve the efficiency by which existing and potential slope stability
hazards can be identified.
Abstract
On behalf of the Vehicle/Structure System Interface Committee, RSSB
was a project partner in two EPSRC-supported research projects
led by Newcastle University. The first project, known as BIONICS
(BIOlogical and eNgineering Impacts of Climate change on Slopes),
involved the construction of full-size trial embankments that are
representative of UK infrastructure. This facility, now complete, has
established a database of high-quality embankment performance data.
The second project investigated how remote engineering surveying
techniques (such an examination from a helicopter) could be used to
improve the efficiency of slope stability hazard identification.
Embankment inspection methodology, which involves the remote
collection of data using photographic imaging techniques, was applied
on the BIONICS facility. The results demonstrated the capacity of
airborne survey techniques, including LIDAR (airborne laser scanning)
and multi-spectral aerial imagery, to deliver high-quality information on
key slope stability parameters, such as local slope gradient, vegetation
type, and soil moisture distribution. In addition, these techniques will
be capable of supporting analysis at very high spatial resolutions,
improving overall understanding of localised slope behaviour.
The project has enabled Network Rail to develop a ‘water
concentration features’ database. This database is used to identify
surface water concentrations that will contribute to the risk of cutting
scour and earthflow failures, and to support the examination of
earthworks in accordance with Network Rail standard NR/L3/CIV/065.
The ‘water concentration features’ database is also being utilised
by the Futurenet Project, which is looking at the development of
models of weather or climate induced failure mechanisms of transport
systems, together with climatic trigger levels, up to 2050.
RSSB
31
Infrastructure – Published projects
T552 Remote risk assessment of geohazards along transport
corridors, cont.
Abstract
cont.
Published
Current
Position
32
RSSB
The BIONICS project helped with studies on the effects of climate
change on Network Rail embankments. The BIONICS data was
provided to partners in the ‘Adaptation and Resilience to a Changing
Climate’ programme. BIONICS data will also help to extend the use of
Soil Moisture Deficit classification data to areas other than Southern
England, where it is already in use.
March 2011
As a result of the project, LIDAR data, Digital Terrain Models, and
geological data, have been used by Network Rail to develop a ‘water
concentration features’ database. Access to the ‘water concentration
features’ database was used by the Futurenet Project, which looked
at the development of models of weather- or climate-induced failure
mechanisms of transport systems, together with climatic trigger levels
likely to be experienced up to 2050.
T553 Development of rail heating blankets to address track buckling
in and around switches and crossings
Description
Abstract
Published
Current
Position
Development of rail heating blankets to address track buckling in and
around switches and crossings
Unless rails are installed at an average temperature (the stress free
temperature (SFT)) within the accepted seasonal range, there is likely
to be either unequal rail stress or reduced resistance to buckling in
periods of hot weather. Unequal rail stress in and around switches can
lead to differential expansion which in turn, in hot weather can cause
reliability problems in points. The summer of 2003 was exceptionally
hot, with rail temperatures in excess of 50oC being recorded. There
were over 130 track buckles, approximately a third of which were in
and around switch and crossings (S&C) layouts. In S&C it is difficult,
in many cases impossible to use the hydraulic rail stressing equipment
used on plain lines to raise the SFT of the rail. RSSB had considered
this problem and had previously carried out some initial work to identify
a possible method for electrically heating rail (Project T331). This
project has built on that initial work and has developed a prototype
system for electrically heating S&C rails to an average temperature
within the accepted seasonal range.
May 2006
Following completion of this phase of research, industry decided to
carry out on-site trials. This was done through project T788 Heating
blankets to stress switches and crossings for improved track
stability.
RSSB
33
Infrastructure – Published projects
T554 Safe management of railway structures - flooding and scour
risk
Description
This project provides a practical method of assessing risk from
flooding, allows the development of effective mitigation measures and
provides guidance for incorporation in the new Network Rail Flood
Risk Management Good Practice Guidelines.
Abstract
This project has provided a comprehensive but practical method
of assessing risk from flooding and allows the development and
implementation of effective mitigation measures for a number of
structures not currently assessed. It is a follow-up to the 2004 RSSB
Project Number T112 Impact of scour and flood risk on railway
structures, which identified several improvements that could be made
to the scour and flood risk assessment procedures contained in
Handbook 47/ EX2502 and also coring investigations and underwater
examinations. These would benefit from pilot testing to verify and fine
tune the suggested new assessment procedures for scour and flood
risk, and to provide guidance for incorporation in the new Network Rail
Flood Risk Management Good Practice Guidelines.
Published
Current
Position
34
RSSB
November 2005
No new research has been taken forward, but the results of this
study will contribute to any future review of Network Rail’s Flood Risk
Management Good Practice Guidelines and Handbook 47/EX2502.
This research is also being considered as supporting information to
an update of CIRIA’s manual on scour bridges and other hydraulic
structures.
T560 Safe limits of operation for shallow fixed obtuse crossings
Description
Abstract
Published
Current
Position
This research provided a tool that helps to rationalise and reduce the
large amount of data required to establish the risk associated with
controlling wheelset passage through obtuse crossings.
In particular types of switch and crossing (S&C) layouts (for example
double junctions), the wheelset is guided through the track crossover
by either a switch diamond or an obtuse crossing arrangement. There
are potential safety, cost and reliability advantages in using obtuse
crossings but their use is limited in Britain to instances where the angle
of the crossing is 1 in 8 or less. This contrasts with European railway
administrations where 1 in 9 obtuse crossings, with raised check
rails, are widely used. Reliability improvements can be achieved by
reducing the number of switch diamonds, which incorporate sensitive
signalling equipment and point operating mechanisms. To investigate
the potential for wider use of obtuse crossings in Britain this study
has developed a spreadsheet tool that rationalises and reduces the
large amount of data required to establish the risk associated with
controlling wheelset passage through obtuse crossings.
September 2007
Network Rail has trialled and used the tool and the approach used in
this research to advance a design for new NR60 S&C using obtuse
crossings greater than 1 in 8.
RSSB
35
Infrastructure – Published projects
T568 Development of a new freight gauge to extend the application
of the W9 gauge
Description
Abstract
Published
Current
Position
36
RSSB
This research project established an enhanced W9 freight gauge
(called W9Plus) that allows additional wagon load combinations.
This project developed a gauge specification for an extended W9
gauge (W9Plus) in a format that could be incorporated directly into the
new RSSB Railway Group Standard that specifies gauges. A series
of various sized swapbody loads were modelled and compared to the
gauge profiles of the tunnels and other structures along a number of
routes across Britain. The output of this project was a new W9Plus
gauge, complete with computer-aided design (CAD) drawings and
gauging rules. It also included an indication of potential infringements
to the new gauge along existing W9 cleared routes. The project has
determined the base gauge extension of the W9 gauge required by
the industry, developed three incremental enhancements to the basic
W9 gauge, determined dynamic movements, and thus clearance
requirements and analysed these gauges over the core W9 routes to
produce mapping. RSSB then circulated this analysis for comment
to the V/S SIC Working Group and interested parties in the freight
industry including Network Rail
July 2007
This gauge has not been used widely used by industry as other
gauges have proven more relevant for traffic flows and enhancement
projects.
T569 Development of risk-based examination intervals for Network
Rail bridges
Description
Abstract
Published
Current
Position
This project examined the possibility of varying the frequency of
detailed inspections for particular bridge structure types. It developed
a methodology that allows the engineer to alter the interval between
detailed inspections for certain groups of structures.
The current inspection regime for Network Rail bridges comprises an
annual inspection and a six-yearly detailed inspection. The six-yearly
interval applies to all bridge structures, yet the appearance and rate
of development of defects is different for different structure types.
Whilst it would appear more logical to develop an inspection regime
to suit the particular requirements of individual structures, the cost of
doing this would be prohibitive. This project examined the prospects
of developing a balanced approach, based on varying the frequency
of detailed inspections for particular types of bridge. It developed a
simple and easy to implement methodology that allows the engineer
to alter the interval between detailed inspections for different groups of
bridge structures.
September 2006
Network Rail used this work to support the variation of inspection
intervals according to the safety risk. This research and the risk-based
examination component of T360 Safe Management of Railway
Structures has led Network Rail commissioning further research into
risk-based prioritisation of examination intervals with the University of
Surrey.
RSSB
37
Infrastructure – Published projects
T578 Investigation of gauging opportunities for freight traffic
Description
This project investigated potential freight gauge improvements on core
routes for minimal infrastructure cost.
Abstract
Both Network Rail and the freight operating companies are looking
at ways in which they can operate more effective train services. This
can be done by allowing larger wagons and containers to be used on
more routes. One of the main factors which restricts the use of specific
routes is clearance between the train and surrounding infrastructure,
such as tunnels and bridges. This project identified routes with
potential to operate larger freight vehicles than at present for minimal
infrastructure cost. On behalf of the Vehicle/Structures Systems
Interface Committee, RSSB commissioned this research that identified
the core routes where there are potential traffic flow opportunities
in terms of gauge, load, speed, and wagon type. The research also
developed a project plan for a more detailed study and this has been
carried out as research project T727 Gauging clearance potential for
containers on European and ISO container routes.
Published
Current
Position
38
RSSB
July 2007
Having indentified routes with potential to operate larger freight
vehicles from this research, a more detailed study was carried out in
T727 Gauging clearance potential for containers of European and
ISO container routes.
T601 Development of a framework of freight gauges
Description
Abstract
Published
Current
Position
This project has developed a new framework of freight gauges which
could replace the existing ‘W’ series of gauges.
Rail freight in Britain is categorised according to its size, using a series
of gauges. These have developed to cope with changes of the nature
of loads carried and the wagons that carry them. There are two key
sets of gauges; those derived from the basic freight gauge W6a which
include W6a, W7, W8 and W9, and those developed to accommodate
deep-sea containers which include W10, W11 and W12. Whilst these
gauges have served the industry for many years there is increasing
pressure to accommodate greater volumes of larger container traffic
at minimal network enhancement cost. The nature of the existing
freight gauges are not ideal for achieving this objective and therefore
this project has developed a new framework of freight gauges which
provides improved granularity to make better use of infrastructure
space for different wagon/load combinations. The new framework also
provides the basis for improved consistency to users in the industry
across engineering and operational processes.
August 2006
The benefits of this research are available to the industry via the
findings in the report.
RSSB
39
Infrastructure – Published projects
T609 Inspection and correction of low speed maximum lateral track
alignment exceedances
Description
Abstract
Published
Current
Position
40
RSSB
This research has investigated the requirements for inspection and
correction of track geometry lateral alignment faults to evaluate which
of these requirements might no longer be appropriate for the track risk
profile.
Track geometry parameters are specified in Railway Group Standard
GC/RT5021 Track System Requirements, which sets out requirements
for corrective actions for track containing lateral alignment irregularities
that exceed intervention limits on the maximum standard deviation
(SD), and on the size of discrete faults. This project assessed the
suitability of the limits for lateral alignment maximum SD for speeds
of up to 40mph, and the suitability of intervention; and whether or
not limits for discrete lateral alignment faults were appropriate. The
project concluded that a change to management of lateral alignment
maximum SDs was not justified at this time, principally because a
dynamic study of generic vehicle/track interactions was inconclusive.
However there is scope to increase the SD limits at low speed (without
compromising safety) being counteracted by the possible advantages
of lower track damage from reduced SD limits. Similarly a change to
the lateral alignment fault limits was not justified at this time either.
September 2007
This research informed a revision of GC/RT5021 Track System
Requirements.
T610 An assessment of the cost and benefits of adopting a standard
uniform platform height of 1115 mm
Description
Abstract
Published
Current
Position
To improve the accessibility at the platform/train interface it was
suggested that the standard uniform platform height above rail level
should be raised from 915 mm to 1115 mm. This project investigated
the costs and benefits of raising the standard platform height.
Existing platforms in service on the main line GB network were
built to many different heights, reflecting their history. A ‘standard’
platform height of 915 mm was eventually established. However
many platforms remain that do not conform to the ‘standard’ platform
height. With a view to improving the accessibility at the platform/train
interface, by reducing the stepping distance, it has been suggested
that the standard uniform platform height is raised to a uniform height
of 1115 mm. In investigating the issues this project has firstly identified
and evaluated the implications to the railway network; secondly
investigated the advantages and disadvantages from a human factors
perspective and thirdly considered the potential costs and benefits,
including platform reconstruction and associated works, for example
to staircases and services. The conclusion reached by the study is
that there is no overall benefit to be obtained from raising the standard
platform height to a uniform height of 1115 mm above rail level.
May 2008
The benefits of this research are available to the industry from the
findings in the report. The conclusion reached by the study is that there
is no overall benefit to be obtained from raising the standard platform
height to a uniform height of 1115 mm above rail level.
RSSB
41
Infrastructure – Published projects
T643 Assessing the impact of climate change on transport
infrastructure
Description
Abstract
Published
Current
Position
42
RSSB
The objective of this project was to work with Network Rail and the
Environment Agency to predict the impact of climate change on the
railway coastal and estuarine defence assets in the Dawlish area.
The objective of this project was to work with Network Rail and the
Environment Agency to investigate the impact of climate change on the
railway coastal and estuarine defence assets in the Dawlish area. The
sources of risk from climate change, as detailed in the Environment
Agency’s guidance document W5B-0279/TR, was used to assess the
impact of climate change on these assets. Network Rail’s records of
recent disruption to train operations was used as a basis for prediction
of future disruption. Situations in which lines were temporarily closed
due to a breach in the sea defences were considered. The work
established the impact of climate change on these coastal and
estuarine assets and on the performance of trains (delays); it also
identified the actions necessary for the future and assessed the likely
investment requirements. The outputs from this research will now
help in the identification of infrastructure assets vulnerable to extreme
weather. It will also assist the development of effective engineering
strategies to deal with the effects of climate change.
June 2008
This research was used to support options for remediation of sea
defences and a similar approach was considered for identification and
prioritisation of adaption and mitigations options for other infrastructure
assets.
T670 Investigation of the cumulative effect of vehicle tolerances on
gauging
Description
This project examined how vehicle gauging tolerances are applied,
with the aim of reducing uncertainty, which is currently accommodated
by providing larger clearances than are actually required.
Abstract
Accurate gauging is fundamental to ensuring that vehicles can operate
without encroaching on the same space as infrastructure or other
vehicles. The aim of this research has been to support the use of
vehicles with as large a cross-section as possible within the existing
infrastructure. The findings of the research are recorded in four reports.
These provide a comprehensive study of gauging issues, especially
when read in conjunction with project T373 Reducing uncertainty
in structure gauging. Together, the projects provide designers and
maintainers of rolling stock and infrastructure with the understanding
necessary to make decisions in this complex interface area.
The project comprised a study of the effect of vehicle parameters and
their associated tolerances on vehicle movements; and a study of the
effect of track quality on vehicle movements and the statistical basis by
which these movements are characterised. The research suggested
an alternative to aggregating worst case tolerances on gauge-critical
parameters; then proposed the use of a Monte Carlo simulation
technique.
It proposes that the probabilistic statistical simulation technique
be used as a method for vehicle gauging. The findings have been
accepted by system interface and standards committees. RSSB
has published notification of the findings as an amendment against
GM/RT2149, indicating that uncertainty analysis considers not only
the range of tolerances and allowances but also their probability of
occurrence, to determine the values that should be used to provide a
given level of statistically certainty, and hence risk.
The incorporation of this approach into the RGS documents will be
undertaken during the next revision. The results indicate that by using
the probabilistic statistical simulation technique, additional space could
be available that would allow a vehicle to be wider, which is of particular
economic benefit to the rail industry. The technique should also serve to
RSSB
43
Infrastructure – Published projects
T670 Investigation of the accumulative effect of vehicle tolerances
on gauging cont.
Abstract
cont.
Published
Current
Position
44
RSSB
standardise the method used to declare a vehicle’s swept envelope.
This project has been delivered on behalf of the Vehicle/Structures
System Interface Committee.
September 2009
The benefits of this research are available to the industry in an
amendment (published in May 2009) to Railway Group Standard
GM/RT2149 Requirements for Defining and Maintaining the Size
of Railway Vehicles. R&D project T519 Archive of documents
relating to gauging also reflects these findings. The acceptability
of uncertainty analysis will be reflected in the next full revision of
GM/RT2149 and of GC/RT5212 Requirements for Defining and
Maintaining Clearances.
T689 Determining pantograph sway limits from combined vehicle
dynamic and aerodynamic effects
Description
This research sought to investigate the validity of current pantograph
sway limits in Railway Group Standard GM/RT2149 ‘Requirements
for Defining and Maintaining the Size of Railway Vehicles’, through
analysis of worst case vehicle dynamics conditions and aerodynamic
effects arising from crosswinds.
Abstract
The industry, through the Rolling Stock Standards Committee, has
previously agreed GM/RT2149 ‘Requirements for Defining and
Maintaining the Size of Railway Vehicles’ but in recent years has
recognised that it poses a problem for vehicle builders trying to meet
the requirements for pantograph sway. Modern analysis techniques
have shown that, under prescribed conditions, most existing vehicles
do not meet these requirements. Clarity is needed, in regard to both
acceptance requirements and the assessment methodology for
pantograph sway.
The research aimed to determine acceptance requirements for
pantograph sway, to replace the limit values currently in GM/
RT2149. Currently, vehicle builders that cannot comply with the limits
have to prepare a risk assessment, which can involve developing
new validated rolling stock models of existing vehicles with which
to compare their proposed vehicle designs. By developing new
acceptance requirements, vehicle builders will be able to apply a
simple pantograph sway limit assessment that is realistic, practical,
and acceptable to those parties concerned with the vehicle/
infrastructure interface, thus saving considerable time and removing
the uncertainty of acceptance. The benefits would also include
provision of guidance and knowledge to those considering future
electrification and route upgrades, where there may be potential
benefits of controlling track quality and cant deficiency where
clearances are tight.
This research comprised four studies: vehicle dynamics (pantograph
sway in still air); aerodynamics (pantograph sway and wire
displacements under wind loading); a statistical study of tolerance
build-up, which combined the findings of the first two studies; and TSI
aspects.
RSSB
45
Infrastructure – Published projects
T689 Determining pantograph sway limits from combined vehicle
dynamic and aerodynamic effects cont.
Abstract
cont.
Published
Current
Position
46
RSSB
The research was managed by RSSB on behalf of the Vehicle/
Structures System Interface Committee, as principal client group;
and the Rolling Stock Standards Committee, as the lead client group
for Railway Group Standard project 04/038. Having considered the
outputs from the research, industry agreed that a gap analysis and a
further technical study would be necessary before a change to GM/
RT2149 could be recommended: this research was taken forward as
T942 Pantograph sway acceptance requirements and methodology.
July 2010
Further research has been completed in T942 Pantograph sway
acceptance requirements and methodology.
T696 Appraisal of Eurocodes for Railway Loading
Description
Abstract
Published
Current
Position
This project investigated whether differences in the safety margin
exist when railway bridges are designed to the requirements of the
Structural Eurocodes compared to the existing British Standards. This
will permit GB rail to take a leading role in the future development of
the Eurocodes.
The Structural Eurocodes will replace the existing British Standards
for the design of railway bridges by 2010. It is likely that the use of
the Structural Eurocodes for public works contracts will be mandated
from that time. The Structural Eurocodes represent the biggest single
change to UK design practice since the introduction of limit state codes
for the design of railway bridges, 30 years ago. The project has built
on work previously undertaken by Network Rail and described in their
report Appraisal of Eurocode for Railway Loading, July 2003. This
work has been reviewed to take into account any differences between
the latest versions of the Structural Eurocodes and the equivalent
British Standards. From the limited comparisons and structure
types examined, the research has indicated that there will not be a
significant reduction of the safety margin. In addition to identifying
gaps in the research that will need to be addressed in a future phase
of the project, the work has provided the first stage of feedback
necessary to inform the industry about the requirements for design of
railway bridges using the Structural Eurocodes.
August 2008
This was further developed in research project T741 Design of
railway structures to the Structural Eurocodes and T988 Rail
bridge design requirements for GB traffic.
RSSB
47
Infrastructure – Published projects
T720 Development of a ‘go-anywhere’ vehicle gauge – Class 150 and
170 benchmarking
Description
Abstract
Published
Current
Position
48
RSSB
This study was a preliminary investigation to carry out structure
clearance analysis of Class 150 and Class 170 vehicles as a
benchmark for the development of a ‘go-anywhere’ vehicle gauge.
This study, supported by the Vehicle/Structure System Interface
Committee, formed an initial step in the development of a ‘goanywhere’ vehicle gauge. Two vehicles were selected for analysis
based on their use in service: the Class 150 diesel multiple unit (DMU)
with a coach length of 20 metres; and the Class 170 DMU with a
coach length of 23 metres (without yaw dampers). The study identified
lines of route from the Network Rail Sectional Appendices that are
classified as prohibited or restricted to Class 150/170 vehicles. Using
structure profiles from the National Gauging Database and specialist
gauging software, the clearances from structures along these routes
were analysed against the two vehicle types. The preliminary results
indicated that the Class 150 and the Class 170 vehicles both form a
good benchmark for the development of a new ‘go-anywhere’ vehicle
gauge.
February 2008
Following this research, the industry has chosen to pursue a different
direction based on the development of a new suburban vehicle gauge.
This was progressed in research projects T780 Investigation into
inner suburban gauge capability and T978 Development of a new
‘Suburban’ passenger vehicle standard gauge.
T726 Investigation into the feasibility of increasing existing platform radii
where the platform is located on a curve radius less than 200 m
Description
Abstract
Published
Current
Position
A constraint on rolling stock design is the requirement for the vehicle
to be compatible with a platform radius down to 160 m. This study has
looked at the small number of platforms that are located on such tight
radius curves and investigated the potential costs/benefits to industry
of increasing the minimum platform radius.
Rolling Stock is currently designed to be compatible with platform
radius down to 160 m. This requirement is a key constraint on vehicle
design, which if it could be relaxed, even marginally, could provide for
improvements in floor arrangement and increased flexibility for seating.
The study used a range of data sources to identify that there were a
total of 90 platforms on curves of radius less than 200 m. A range of
engineering and operational options were considered to modify the
arrangement at these platforms such that the minimum curvature was
usefully increased to greater than or equal to 160 m. The estimated
minimum cost associated with modifying the 90 platforms was in the
order of £30m, although the actual cost is likely to be considerably
higher if station remodelling and possession costs are taken into
account. For many stations there are particular adjacent/surrounding
infrastructure constraints that make significant platform realignment
unrealistic. The findings of this project indicate that it is unlikely to be
feasible to reconstruct the 90 identified platforms such that they would
be on a curve radius of greater than or equal to 200 m radius, however
for particular routes it might be feasible. V/S SIC are now looking into
the feasibility of achieving platform radius of greater than or equal to
200 m on particular routes.
January 2009
Having investigated the feasibility of achieving platform radio greater
than or equal to 200m on particular routes, the V/S SIC has accepted
that this will be a constraint on rolling stock design in the future.
RSSB
49
Infrastructure – Published projects
T727 Gauging clearance potential for containers on European and
ISO container routes
Description
This project carried out an analysis to determine the clearances
between the infrastructure and a range of container and wagon
combinations on the common GB routes for either European or ISO
container traffic, to determine the potential for an increase in container/
wagon height.
Abstract
This project firstly established the common GB core and diversionary
routes for either European or ISO container traffic. Gauging data was
analysed for the 22,000 structures on the 18 European routes and the
32,000 structures on the 30 ISO routes. The analysis was a two stage
process; stage 1 considered container and wagon combinations that
are compliant with the W series of standard vehicle gauges, stage
2 went on to look at the structures with insufficient clearance to the
standard vehicle gauges to determine the maximum static height of
container on a wagon that would provide sufficient clearance. The
research found that 6% of the structures on common European and
ISO container routes have insufficient clearance to one or more of the
W gauge compliant containers. The study concluded that there was an
opportunity to move from the approval of container traffic being based
upon W gauges to the maximum static height of the actual container.
This could help release some of the latent gauging potential for an
increase in the height of container/wagon combinations.
Published
Current
Position
October 2008
The benefits of this research are available to the industry via the
findings in the report.
The recommendations take forward a new framework of freight
gauges, which has been progressed in T601 Development of a
framework of freight gauges.
50
RSSB
T741 Design of railways structures to the Structural Eurocodes
Description
The Structural Eurocodes were to be introduced for the design of
railway structures by 2010. It was essential that any difference in
safety margin between then existing standards and the Eurocodes
was established in order to provide input to the revision of GC/RT5112
Traffic Loading Requirements for the Design of Railway Structures.
Abstract
The Structural Eurocodes replaced the existing codes of practice for
the design of publicly funded railway structures at the end of 2010. The
Vehicle/Structures System Interface Committee (V/S SIC) supported a
parametric study to compare the safety margins of railway structures
designed using the Eurocodes with those obtained using the existing
codes of practice.
The project has provided input to the update of Railway Group
Standard GC/RT5112 Loading Requirements for the Design of Bridges
and to the revision of Network Rail Standards, to include requirements
for design using the Eurocodes. Additionally, the project established
suitable values for the load factors to be included in the National Annex
of BS EN 1990:2002 + A1:2005 and has provided examples of typical
railway bridges designed using the Eurocodes. The main benefit of the
work has been to ensure a comparable level of safety for structures
designed using the Eurocodes compared to designs based on the then
existing codes of practice, without a significant increase in cost.
Published
Current
Position
November 2009
The findings from this research have been implemented in the update
of Railway Group Standard GC/RT5112 Loading Requirements for the
Design of Bridges.
RSSB
51
Infrastructure – Published projects
T749 Guidance on protecting people from the aerodynamic effects
of passing trains
Description
Abstract
This research has provided recommendations for enhanced guidance
on protecting people from aerodynamic effects of passing trains, and
will be used to update the Railway Group Standard GI/RT7016.
This research addressed the issue that slipstream risk and
management guidance in GI/RT7016 is limited in scope and detail.
The report produced recommendations for enhanced guidance on
protecting people from the aerodynamic effects of passing trains, that
is additional to the guidance already in GI/RT7016 ‘Interface between
Station platforms, Track and Trains’.
The research has been carried out on behalf of the Aerodynamics
GB Working Group and has considered the conclusions of previous
RSSB research, such as T425 Review of train slipstream effects on
platforms. It also included further studies that enabled a pilot study of
a risk assessment for people on platforms subject to train slipstreams.
This assessment approach was then tested and endorsed by
representatives of the industry at the workshop in the summer of 2011.
This research alllowed GI/RT7016 to be revised and now provides
appropriate, consistent, and tested guidance; and a risk assessment
methodology for station operators and infrastructure managers to
apply. This will help maintain and improve the safety for people and
their belongings on platforms.
Published
Phase 1 - November 2009
Phase 2 - February 2012
Current
Position
52
RSSB
The benefits of this research are available to the industry via the
findings in the research brief and informed developements to Railway
Group Standard GI/RT7016 Interface between Station Platforms, Track
and Trains, and GI/GN7616 Guidance to Interface between Station
Platforms, Track and Trains.
T750 Review of Euronorm design requirements for trackside and
overhead structures subjected to transient aerodynamic loads
Description
The consortium has completed the work and the results and next steps
are being presented to the European Rail Agency. RSSB is developing
a summary report and the intention is to publish in early 2013.
Abstract
Trackside and overhead structures are subject to transient
aerodynamic pressures from passing trains. The design requirements
for these structures are contained in BS EN 1991-2:2003 ‘Traffic Loads
on Bridges’ as amended by the UK National Annex. Currently, however,
no GB specific advice is provided within the UK National Annex. Certain
types of structure on the GB railway network, for example simple
overhead structures, are not adequately covered in this Euronorm and
its National Annex.
On behalf of the Aerodynamics GB Working Group this research set
out to determine whether less conservative design criteria could be
adopted for trackside structures. It was developed as a result of the
outcomes of project T425 Effective management of risk from slipstream
effects at trackside and platforms, published by RSSB in 2007.
The first phase of this project reviewed the previous research, identified
the relevant types of structures, estimated the potential expenditure
and savings, and concluded that there is an economic case for the
development of GB specific design advice. The second phase of this
project involved laboratory tests using scale models. This has provided
data as a basis for development of GB specific design advice for
inclusion in the UK National Annex to BS EN 1991-2:2003.
The second phase of the research established that the existing design
rules are overly conservative and thus allow GB to be in a position to
update the design rules specifically related to GB structures that are
vulnerable to aerodynamic pressures from passing trains.
RSSB will now progress the calculation of alternative pressure
distributions and will make the necessary proposals to modify the
Eurocode to the UK National Standards Body, BSI.
RSSB
53
Infrastructure – Published projects
T750 Review of Euronorm design requirements for trackside and
overhead structures subjected to transient aerodynamic loads cont.
Abstract
cont.
As part of work package 05, and Phase 2 of the project, a suite of
experimental model testing was conducted in order to establish
whether design rules are overly conservative and thus allow GB to
be in a position to update the design rules specifically related to GB
structures that are vulnerable to aerodynamic pressures from passing
trains.
Using various representative train types the testing showed that design
requirements are conservative and also acquired pressure curves of
the type in BS EN 1991-2:2003 which RSSB could take forward to
propose specific advice for the UK National Annex to BS EN 19912:2003.
The project will now be closed; its recommendations are: that the
alternative pressure distributions can be calculated; and that the
National Annex to the EN, including Gauge correction, is to be updated.
Published
Phase 1 - November 2009
Phase 2 - Complete November 2011
Current
Position
54
RSSB
The findings of the first phase of this research are available to the
industry via the report. These findings were accepted as the basis for
undertaking the second phase, which is complete and the findings
reported. Recommendations have been incorporated into draft text for
the UK National Annex of BS EN 1991-2:2003 and for GC/GN5612
Guidance on loading requirements for the design of railway structures.
T752 Aerodynamics in the Open Air (AOA) European Project
Description
Abstract
RSSB funded the GB contribution to Working Party 2 of the
Aerodynamics in the Open Air (AOA) European Project, which
investigated the infrastructure aspects of train safety in cross winds
under a DeuFraKo (German-French Cooperation) programme.
The risk of cross wind induced overturning of trains depends on both
the train and railway infrastructure characteristics. In the current High
Speed Rolling Stock TSI, a minimum requirement for the safety of
vehicles is defined in terms of curves of tolerable wind speeds for a
reference train. The infrastructure manager of a line has to ensure the
safety of the reference train by the use of operational or infrastructure
control measures. In order to apply these measures optimally, it is
necessary to assess the risk from cross winds along the line. However,
no methodology is specified in the High Speed Infrastructure TSI (HS
INS TSI), allowing different national approaches. The main purpose
of the Aerodynamics in the Open Air (AOA) Project was to investigate
these approaches, with a view to making a proposal for future
European standards and TSIs, in collaboration with AOA partners
from France, Germany, Sweden and Italy. The project has delivered
the official AOA Working Party 2 final report, (published courtesy of
the AOA partners); a second report AOA Project: GB Perspectives,
which overviews AOA from a GB viewpoint; and the public symposium
presentations from the UIC Public Closing Meeting of AOA. A
number of unpublished hardcopy versions of reports are also held
by RSSB for stakeholders to view. AOA compiled the individual
national methodologies for assessing the impact of cross winds on
infrastructure; performed pilot applications using the methodologies
on a range of railway lines; and compared the different national risk
assessment approaches. AOA results will be fed into evolving GB and
European standards, through the Aerodynamics GB Working Group of
stakeholders and CEN TC256 WG6. Some results have already been
incorporated into EN14067-6. The work supports the current general
cross wind requirements in the HS INS TSI with the use of the (broadly
compatible) national risk assessment methods.
RSSB
55
Infrastructure – Published projects
T752 Aerodynamics in the Open Air (AOA) European Project cont.
Abstract
cont.
Published
Current
Position
56
RSSB
However, the common understanding gained of the different
approaches will facilitate future TSI revisions as well, with GB industry
now well-informed because of this project. The work was carried out
on behalf of the Aerodynamics GB Working Group.
November 2009
The benefits of this research are available to the industry via the
findings in the report and presentation. Enquiries regarding the reports
from individual European partners can be made to the RSSB enquiry
desk (enquirydesk@rssb.co.uk).
T763 Noise and vibration guidance for railways adjacent to urban
development
Description
Guidance on noise and vibration issues for urban development is
fragmented and not easily accessible by those who need to reach
agreement on the difficult and sometimes contentious matters
involved. The necessary knowledge has been consolidated and
presented in a manner consolidated and presented in a manner
which will facilitate informed communication, discussion and decisionmaking, about urban development adjacent to the railways and for
railway development in an urban environment.
Abstract
With increasing transport requirements, the promotion of urban
regeneration, and higher housing quality expectations, noise and
vibration issues have to be carefully addressed when undertaking
building developments close to existing transport infrastructure or
when building new transport infrastructure. Noise and vibration
generated by railway transport may influence the design requirements
for adjacent buildings. Construction industry professionals involved in
these situations need to be able to manage the issues; commissioning
experts for advice; explaining to clients the issues involved, the
options available, their advantages and disadvantages, and the risk
judgements to be made. Likewise, others involved in decision-making
need to understand the issues and be able to engage with each other
and with experts to arrive at reasonable, practical decisions.
On behalf of the Vehicle/Structures System Interface Committee, and
more recently the Noise Policy Working Group, RSSB has supported
the Construction Industry Research and Information Association
(CIRIA) with work that looked at the issues of noise and vibration,
and how the rail industry should engage with them. The guidance
sets the issues in context with other considerations, and explains the
whole subject to non-experts. It includes detail of the typical process
to be followed, explanation of the current regulatory framework, and
references to other relevant (but more detailed) materials.
The CIRIA website www.ciria.org/SERVICE/Home/core/orders/product.
aspx?catid=14&prodid=1786 includes details on how to purchase a full
copy of the guidance and a free pdf download of an excerpt.
RSSB
57
Infrastructure – Published projects
T763 Noise and vibration guidance for railways adjacent to urban
development Cont.
Published
Current
Position
58
RSSB
May 2011
The guidance was brought to the attention of a number of train
operating companies which are dealing with noise complaints from
members of the public and residents of new properties built adjacent to
the rail network.
T780 Investigation into Inner Suburban Gauge capability
Description
Abstract
Carry out supporting background research into the gauge capability for
Inner Suburban Passenger Vehicles on the Network Rail managed and
maintained infrastructure.
The Rail Technical Strategy, which supports the Government White
Paper Delivering a Sustainable Railway, identified that there is a need
for a rationalisation in the number of classes of vehicles in operation.
Vehicles meeting the ‘Inner Suburban’ designation are likely to be
the greatest opportunity for future replacement rolling stock in the
near future. This research will form the basis for future development
of a specific gauge profile to meet the DfT aspirations for an Inner
Suburban Passenger Vehicle with an improved passenger carrying
capacity, within existing infrastructure constraints.
On behalf of the Vehicle/Structure System Interface Committee (V/S
SIC) this research used existing data and knowledge as the basis for
the development of vehicle gauges specific to vehicle lengths of 15m
(articulated), 20 m and 23 m, that were identified as meeting the Inner
Suburban definition. This included interrogation of national electronic
sectional appendices, the national gauging database, and an
investigation of vehicle length/width and configuration. A future body of
research will be required to evaluate the impact upon the development
of a specific vehicle gauge based upon the route specific infrastructure
data, local track geometry, associated line speeds, and other factors.
This project will contribute to the development of a rationalised suite of
standard vehicle gauges which will help improve both the deployment
of these vehicles and the cost of procurement and maintenance over
their lifecycle.
Published
Current
Position
January 2010
The benefits of this research are available to the industry via the
findings in the report. Further work has progressed under project T978
Development of new ‘Suburban’ passenger vehicle standard
gauge.
RSSB
59
Infrastructure – Published projects
T787 Gauging opportunities to run existing passenger vehicles
beyond their current routes
Description
Abstract
This research has investigated gauging opportunities to run existing
passenger vehicles beyond those areas in which they currently run.
This research, carried out on behalf of the Vehicle/Structures System
Interface Committee, looked at gauging opportunities on the GB
network, to determine the potential for allowing existing passenger
vehicles to operate on additional alternative routes, or in other regions.
One of the outputs is a set of maps that shows the expanded route
potential for each of the 26 classes of train assessed in the research.
The research project used Network Rail data and knowledge to
determine which classes of passenger vehicle currently run on which
routes. It carried out gauging analysis on each route, for those trains
not currently running on it, to identify how widely, subject to the usual
engineering approvals process, any one vehicle fleet could be used
across the GB rail network. A follow-on extension has been carried
out to consider a small number of additional vehicles. An updated final
report has been published to reflect this further work.
The benefit or this research will be realised by enabling the wider use
of existing vehicle types, across more of the passenger rail network,
providing greater operational flexibility, more effective deployment of
rolling stock and greater asset longevity.
Published
Initial report - April 2010
Updated report - October 2010
Current
Position
60
RSSB
The benefits of this research are available to the industry via the
findings in the report. As a result of this research, a set of maps
are now available, which will provide a solid starting point for any
organisation looking to cascade a fleet of trains across the GB rail
network.
T788 Trial of heating blankets to stress switches and crossings for
improved track stability
Description
Abstract
Published
Current
Position
This project trialled rail heating blankets to stress switches and
crossings to improve track stability.
In switches and crossings it is difficult and in many cases impossible
to use hydraulic rail stressing equipment to raise the stress free
temperature of the rail. Unless the rail is installed at a natural
temperature within the accepted range there is likely to be either
unequal rail stress or reduced resistance to distortion in periods
of hot weather. Rails need to be changed at all times of year in
all temperature ranges. Rail heating is permitted by Network Rail
standards to raise the stress free temperature of the rail, subject to
approval of the heating equipment, as an alternative to mechanical
stressing. This project trialled rail heating using purposefully developed
rail heating blankets developed under the earlier RSSB project T553
Development of rail heating blankets to address track buckling in and
around switches and crossings.
March 2009
The benefits of this research are available to the industry via the
findings in the report.
The equipment and methodology are available for use by industry.
RSSB
61
Infrastructure – Published projects
T815 Limits on vertical track alignment through station platforms
Description
Railway Group Standard GI/RT7016 Interface between Station Platforms,
Track and Trains, issue 2, sets out a requirement for platforms to be
located on track with an average gradient not steeper than 1 in 500.
With ongoing station development work and improvements in modern
rolling stock and station/train operations, there is a case for re-examining
this measure. This study will investigate the continuing need for this
requirement and propose an alternative requirement if necessary.
Abstract
This study was required to inform the Infrastructure Standards Committee
on the continuing need for a requirement for platforms to be located on
track with an average gradient not steeper than 1 in 500.
As part of meeting capacity improvements across the railway network
new stations are being built and platforms are being added to existing
stations. In many cases the locations of these platforms are constrained
and have to be accommodated on existing track with existing vertical
alignment. It was shown that this measure is no longer required.
As a result the industry benefits in terms of more flexibility as to the
location of stations and possible reduced costs involved with compliance
with this measure. The withdrawal of the requirement for the location of
platforms has a positive impact on platform improvement initiatives in
terms of cost. A proportion of the estimated £50m to £70m of investment
per year could be saved by this research.
The research was carried out on behalf of the Vehicle/Structure System
Interface Committee and involved a desk top exercise using rolling stock,
station and operational expertise together with reference documents. It
led to changes in Railway Group Standards .
Published
Current
Position
62
RSSB
June 2010
The conclusions and recommendations from this research, informed the
Standards Committee for the updating of GI/RT7016 Interface between
Station Platforms, Track and Trains.
T816 Measuring effect of crosswinds on trains by correlating wheel
monitoring systems and anemometer data
Description
Abstract
This research project sought to establish whether wheel load transfer
data from wheel monitoring systems can be correlated with wind speed
and direction data, train speed and train type. Such correlation could
contribute to Network Rail’s requirement to minimise the imposition of
speed limits in high cross winds, thereby reducing delay minutes.
Wind loading influences several key safety aspects of vehicle
operation, including the risk of overturning, gauge infringements and
excessive pantograph sway. The standards governing these risks
specify the inclusion of wind loading forces in the required analysis,
but it is generally considered that the specified wind loads are
unrepresentative for gauge infringements and excessive pantograph
sway, and hence tend to be ignored.
Analysis of wheel monitoring system data is a potential means of
quantifying the wind loading effect in service, if measured wheel load
transfers can be correlated with wind speed and direction data, train
speed and train type. A better understanding of the effects of wind
loading on train behaviour would allow more realistic requirements to
be specified. This would not only permit a more consistent approach
to vehicle acceptance, but might also allow better optimisation of
available space envelopes and an improvement in safety related to
track forces, gauging and pantograph incidents. The effect of wind
loading on trains has been the subject of considerable research, but
the level of understanding of the subject has not yet been sufficient to
justify the desired changes to the standards.
On behalf of the Aerodynamics GB Working Group (the primary
client group), RSSB commissioned a preliminary study that sought to
correlate wind data from the Met Office, (the UK’s National Weather
Service), with records from a nearby installation of a wheel impact load
measuring system for a 3-month period. The results demonstrated
that a degree of correlation was possible, and identified technical
improvements that could be adopted for a more comprehensive
study. A proposal for this further work was considered by the working
group, and was included in the Vehicle/Structures System Interface
Committee’s review of project priorities.
RSSB
63
Infrastructure – Published projects
T816 Measuring effect of crosswinds on trains by correlating wheel
monitoring systems and anemometer data cont.
Abstract
cont.
These client groups concluded, however, that further study should
proceed only once precise and quantified potential benefit could be
identified.
RSSB and the client groups have agreed that in view of the relatively
small scale of the preliminary study, neither the report nor a research
brief will be published. Should other relevant research work be
planned in future, RSSB on behalf of the working group will undertake
a review of the potential synergies, also taking into account the
industry’s emerging strategy for remote condition-monitoring systems.
Published
Current
Position
December 2009
The industry decision to identify and quantify the potential benefit of
doing the further research remains a low priority and has therefore not
been progressed.
However, it is something that Network Rail is taking forward as part of
its own programme of works for control period 5.
64
RSSB
T848 AeroTRAIN (a TrioTRAIN project) - Aerodynamics: Total
Regulatory Acceptance for the Interoperable Network
Description
Abstract
RSSB is a member of an EC consortium looking at ways of reducing
the costs and time taken to achieve trans-European rail vehicle
certification. This research project addresses RSSB’s contribution in
the area of aerodynamics.
AeroTRAIN is one of three projects within TrioTRAIN (a European FP7
project). Their aim was to propose innovative methodologies that will
allow multi-system network and route approval in Europe to become a
faster, cheaper and better process for all stakeholders involved.
The successful implementation of the TrioTRAIN project results will
lead to:
1. A time reduction for relevant parts of the certification process from
two years to six months.
2. An 80 % saving in effort for the acceptance of a new vehicle that
has already been accepted in a previous country.
3. An estimated potential financial saving of €20-50 Million per year for
the European Community.
The AeroTRAIN project proposes to transfer rolling stock certification
work away as much as possible from the current use of physical
testing to simulation. Research will aim at developing innovative
methods and processes for software-aided certification of vehicles
and components capable of reducing the number of physical tests;
the overall certification time; the associated costs and the influence of
uncontrolled conditions.
On behalf of the Aerodynamics GB working group, RSSB has
contributed to four of the seven work packages within AeroTRAIN.
This contribution included:
1. Reference cases for full scale tests, issuing GB open air pressure
data, and verification of the certification procedure. These tasks were
part of the open air pressures activity.
2. Definition of the trains to study and the wind tunnel tests; providing
technical support to the University of Birmingham relating to the TRAIN
Rig; undertaking wind tunnel tests on a GB reference vehicle; leading
RSSB
65
Infrastructure – Published projects
T848 AeroTRAIN (a TrioTRAIN project) - Aerodynamics: Total
Regulatory Acceptance for the Interoperable Network cont.
Abstract
cont.
the investigations on ground modelling, and defining TSI criterion,
including reference Characteristic Wind Curves. These tasks are part
of the cross wind activity.
3. Definition and planning of slipstream measurements; issuing of
relevant GB slipstream data; and post processing and analysis of
existing and measured data. These tasks are part of the slipstream
effects activity.
4. Liaison with the European Railway Agency and National Safety
Authorities, and targeted dissemination of information; proposals for
integrations to existing standards and certification processes and their
assessment for safety, and quality and practical feasibility. These
tasks are part of the quality assurance and regulatory acceptance
activity.
AeroTRAIN was considered a success and has delivered the following
key benefits:
1. For three aerodynamic requirements in the TSI, full-scale test
procedures were defined or refined and simplified
2. Computer simulation was proven to be a viable, safe alternative to
testing either at full scale or at model scale for some TSI requirements
3. Proposals were produced for inclusion in TSI and in CEN standards
for all but one of the issues studied; these have been or are in the
process of being incorporated
Next steps for the GB rail industry include further investigation into
differences between AeroTRAIN results and historical GB wind
tunnel tests, and the acceptability of proposed TSI limit values for the
assessment of passing train pressure pulses and slipstreams.
Published
Current
Position
May 2013
The benefits of this research are available to the industry via the
findings in the report.
Further work is being progressed under project T1028 to investigate
the effects of ground configurations on aerodynamic forces and
moments.
66
RSSB
T866 Investigation of platform edge positions on the GB network
Description
Abstract
This research project built on previous RSSB and Department for
Transport research to improve the platform/train interface on the
existing network, for the benefit of passenger accessibility and
compliant stepping distances.
Passenger vehicles need to be designed to have a footstep position
that achieves compliant stepping distances for standard platforms.
There are many platforms on the network that are not at the standard
height and offset. Where vehicles are introduced to routes with nonstandard platforms either the vehicle footsteps or the platforms may
need to be modified, to achieve compromised stepping distances as
well as gauging clearances. The costs of these modifications can
be significant for each fleet deployment and can lead to sub-optimal
vehicle cascade and investment decisions.
By understanding where the non-standard platforms are, and the
degree to which they are non-compliant, there will be an opportunity
to consider vehicle deployments in a more cost-effective way and a
potential, over time, to achieve an overall improvement in stepping
distances and accessibility.
On behalf of the Vehicle/Structures System Interface Committee, the
research investigated the existing platform interface. Results from the
analysis were then interrogated to develop a series of key metrics
upon which footstep location and passenger stepping distances could
be derived. A series of route maps was also created to visually identify
the geographical location of platforms that are not compliant with the
relevant Railway Group Standards. Understanding the volume and
location of these non-compliant platforms has enabled Network Rail to
be in a position to evaluate methods by which a reduction in stepping
distances could be achieved cost-effectively on the existing network.
The outputs from this work has now be used to inform research
currently being undertaken, in particular that being developed as
project T977 Development of revised lower sector vehicle gauge.
RSSB
67
Infrastructure – Published projects
T866 Investigation of platform edge positions on the GB network
Cont.
Published
Current
Position
68
RSSB
October 2011
The benefits of this research are available to industry from the
findings. Further work The outputs of this research have been
take forward as part of project T1037 Investigation of passenger
vehicle footstep positions to reduce stepping distances and
gauging constraints The Department for Transport has supported
using the findings as part of project T1037.
T871 Guidance for computational fluid dynamics modelling of the
forces and moments acting on trains in crosswinds
Description
Abstract
Published
Current
Position
Recent advances in computational fluid dynamics (CFD) have the
potential to offer an alternative to wind tunnel tests in understanding
the effects of crosswinds on trains. Identifying and publishing best
practice for this application of CFD contributes to a consistent and
reliable approach to its adoption.
Trains exposed to crosswinds can, in extreme circumstances,
overturn. Measuring the strength of wind force for this to occur is a
challenge, because of the complexity of such wind flow and the cost
of undertaking wind tunnel tests. In recent years, progress has been
made in simulating the effects of crosswinds on trains by means of
three-dimensional computational fluid dynamics (CFD). There is now
the potential of using CFD to predict the forces and moments produced
by crosswinds; but hitherto no best-practice guidelines for using this
technique have been available. This project has provided best-practice
guidelines for CFD modelling of flow fields produced by crosswinds
over moving trains and the resulting forces and moments. The study
comprised a review of the available literature on the computation of
the flow fields over trains and the production of guidelines for best
practice. These CFD guidelines are published by RSSB for use
by those using this modelling technique in future. The new CFD
guidelines offer the benefits of modelling conducted in accordance
with a uniform standard and simulation carried out to achieve the most
realistic results, thus optimising the use of wind-tunnel testing, leading
to reduced costs, and improving the reliability of risk predictions. This
work was undertaken on behalf of the Aerodynamics GB Working
Group.
December 2009
In view of the particular relevance to the AeroTRAIN project (see
T848), the attention of the European AeroTRAIN partners was drawn
to the publication of this guidance. The guidance was considered in
the development of further guidance on the use of CFD developed
within AeroTRAIN.
RSSB
69
Infrastructure – Published projects
T926 V/S SIC Guide to British Gauging Practice
Description
Abstract
To increase the industry awareness of GB gauging practice, this
research project delivered a user guide summarising best practice as
an aid to the rail industry.
The Vehicle/Structure System Interface Committee (V/S SIC)
recognised that whilst many in the industry have some knowledge
about gauging, there is insufficient breadth and depth for its needs.
This is manifest in regular requests to a limited number of industry
experts to advise on allowing the passage of traffic on a particular
gauge when the rules of the gauge may not have been fully
understood.
This research documented the knowledge, experience and advice of
current industry practitioners through the production of a short user
guide. The guide outlines the various approaches that may be taken
to gauge British rail vehicles, including pitfalls, and directs future
enquiries to the most appropriate organisations and departments.
The guide is available on the RSSB website and referenced in the V/S
SIC bulletin. The industry have also agreed to promote its use within
their own organisations.
Published
Current
Position
70
RSSB
1st Edition December 2010. 2nd Edition January 2013
An updated edition was developed and was published in 2013.
The latest gauging brochure include sections on pantograph,
vehicle, and structure gauging. Particular reference are made to
vehicle pantograph gauging – compliance with GM/RT2149 and the
application of T942 research work. Lower sector vehicle gauge, further
explanation of GE/RT8073, dynamic gauges, and suburban gauge, are
included in the update.
T942 Pantograph sway acceptance requirements and methodology
Description
Abstract
Investigation of discrepancies between analytical predictions
of pantograph sway and in-service experience. Develop
recommendations for alternative pan sway acceptance requirements
and a demonstration methodology to support an update to GM/
RT2149.
The pantograph sway requirement under the prescribed conditions
in GM/RT2149 Requirements for Defining and Maintaining the Size
of Railway Vehicles poses a problem for vehicle builders. Modern
analysis techniques show that most existing vehicles did not meet the
required limits, and cannot do so if they are to satisfy the derailment
resistance criteria. Previous studies over recent years have provided
a much clearer understanding of the situation but the results to date
did not enable alternative acceptance criteria to be adequately and
confidently defined.
On behalf of the Rolling Stock Standards Committee and the Vehicle/
Structures System Interface Committee, this research aimed to
provide acceptance requirements for pantograph sway to replace the
limit values and methodology currently in GM/RT2149.
This research built upon on findings from research project T689
Determining pantograph sway limits from combined vehicle dynamic
and aerodynamic effects. It concentrated on the areas of concern
raised by the outcome of T689, and the data review and gap analysis
that followed. This research examined data relating to real routes
in terms of excitation inputs, infrastructure limiting features and
associated wind loadings, as service experience suggested the
potential analytical limiting combinations considered so far do not
occur in practice.
The pantograph sway acceptance limits and demonstration
methodology recommended by this research has been submitted
to the Rolling Stock Standards Committee for consideration as a
replacement for the requirements in the present GM/RT2149. Vehicle
builders will then be able to apply a pantograph sway limit assessment
that is realistic, practical and acceptable to those parties concerned
with the vehicle/infrastructure interface. The results will also give
guidance to infrastructure managers on the potential benefits of
RSSB
71
Infrastructure – Published projects
T942 Pantograph sway acceptance requirements and methodology
cont.
Abstract
cont.
Published
Current
Position
controlling track interface. The results will also give guidance to
infrastructure managers on the potential benefits of controlling track
quality and cant deficiency where clearances are tight.
December 2011
The research has been used to help Network Rail analyse a number of
bridges and thus avoid the substantial engineering works using more
realistic pansway calculations.
The methodology has been included in the revised standard
GM/RT2173 Requirements for the size of vehicles and position of
equipment, are included in a proposed revision of GM/RT2173, which
is out for industry consultation.
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RSSB
T961 Investigation of freight vehicle aerodynamic performance in
accordance with GM/RT 2142 Resistance of Railway Vehicles to
Roll-Over in Gales
Description
Abstract
This research carried out wind tunnel tests to gather aerodynamic data
for freight wagons, and the findings will now support a revision to
GM/RT2142 freight wagon roll-over wind speed limits based on a
newer reference freight vehicle.
The current fleets of container wagons have different structural and
aerodynamic characteristics from those used as the original basis for
Railway Group Standard GM/RT2142. GM/RT2142 ‘Resistance of
Railway Vehicles to Roll-Over in Gales’ contains values for the
minimum acceptable intrinsic roll-over wind speeds for freight vehicles.
However, the aerodynamic data was based on a best estimate at the
time, and there was no data for the lateral movements of the wagon
under wind loading. This research project has now derived data based
on the low turbulence wind tunnel testing of freight wagons and has
thus enabled calculations to take place in order to revise GM/RT2142
freight wagon roll-over wind speed limits.
On behalf of the Aerodynamics GB working group and the Freight
Technical Committee, this research project consisted of two phases.
Phase1 has gathered aerodynamic data for freight wagons using wind
tunnel tests. Phase 2 has also been completed including the analysis of
the test data and calculations to assess the merits of a new reference
freight vehicle with a lower roll-over wind speed limit. This will enable
more vehicles to pass the standard and not have to seek derogations.
This research will enable the standard to be revised based upon
robust data and calculations and enabled the freight community to
have confidence in the methodology behind determining acceptable
minimum wind speed limits. Based on the outcome of Phase 2, the
Freight Technical Committee has endorsed the findings and therefore
endorsed a proposal for changes to GM/RT2142.
Published
Current
Position
March 2012
From the research findings a proposal to update GM/RT 2142 was
submitted to the Rolling Stock Standards Committee in February 2014,
where it was endorsed to go out for industry consultation. A number of
freight builders have applied the new roll-over wind speed limits in their
design criteria.
RSSB
73
Infrastructure – Published projects
T977 Development of revised lower sector vehicle gauge
Description
Abstract
This research project will help to identify and optimise a lower sector
vehicle gauge that can be applied to all vehicles that operate on the
GB network and used to update the relevant railway group standard.
The lower sector vehicle gauge (LSVG) is currently defined by means
of a clearance to the standard lower sector structure gauge unless a
standard vehicle gauge is used (for example, W6a). The W6a freight
gauge is often used for the lower sector gauge for passenger vehicles
but W6a is based on a stiffer vehicle suspension and as such is not
a suitable gauge for passenger vehicles. A standard dynamic LSVG,
to which new vehicles will be built, could allow design and gauging
analysis costs to be reduced. Also, building vehicles to a standard
dynamic LSVG that is optimised for current infrastructure constraints
will reduce costs associated with fleet redeployment, by reducing the
need for infrastructure modification.
On behalf of the Vehicle/Structures Systems Interface Committee this
research aimed to identify and optimise a lower sector vehicle gauge.
The deliverables for this project included a research brief, a final report
explaining the rationale, decisions, and trade-offs; the dynamic LSVG
profile gauge with any associated rules, a copy of the vehicle profiles
and the National Gauging Database (NGD) data used in the analysis
plus any background information in case of future challenge to, or
review of, methodology.
The agreed methodology was a desktop analysis very similar to past
RSSB research in project T787 Gauging opportunities to run existing
passenger vehicles beyond their current routes and uses data from the
National Gauging Database owned by Network Rail, and managed by
Balfour Beatty Rail Technology. Vehicle profiles have also been used,
some of which are held by BBRT (previous research project T787),
and others by the vehicle manufacturers and RoSCos. The project
consisted of three phases: modelling and analysis of the proposed
gauge, the dynamic analysis and the kinematic study.
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RSSB
T977 Development of revised lower sector vehicle gauge
Abstract
cont.
As a result of the research, the lower sector vehicle gauge will be
a dynamic gauge with a reduction in the number of the exception
structures across the network.
The outputs from the research will be used to update the relevant
Railway Group Standard and EN15273. Outputs may also allow
Network Rail to address infrastructure constraints, which might lead
to further optimisation of LSVG profile. The compiled exceptions
structures list will enable users to identify those exception structures
relevant to the route they are considering.
Published
Current
Position
April 2013
The outputs from the research have been used to inform updates to
Railway Group Standard GE/RT8073 and also GM/RT2173.
RSSB
75
Infrastructure – Published projects
T988 Rail bridge design requirements for GB traffic
Description
Abstract
This research project will allow the GB rail industry to provide inputs
and recommendations for the EU rolling stock and bridge design TSIs
that will help to ensure that the GB perspective is given consideration,
and that GB parameters for bridge design are included in the revised
standards
CEN, the European Committee for Standardisation, has been
commissioned by the European Railway Agency to conduct a study on
the compatibility of vehicles and railway bridges across the European
Union. This has found that there is a potential problem across all
countries for vehicles that operate in the 100-125 mph range. Design
requirements for infrastructure (in particular bridges) may need to be
updated to enable bridges to handle the higher speeds and increased
axle loads of the emerging generation of European multiple units.
On behalf of the Vehicle/Structures System Interface Committee this
research project has produced a report summarising the aspirations of
the operators, manufacturers, and train service specifiers; and a report
on the investigation into the compatibility between GB vehicles and GB
bridges.
The research comprised 2 work packages. As part of work package
01 the research investigated the future requirements of operators in
GB, to compile a set of train parameters that is indicative of future train
designs. These requirements formed the basis of work package 02,
which enabled the modelling of the potential effects on GB infrastructure
of running trains designed in-line with the parameters of future train
aspirations.
The overall outputs from the research will enable GB to input to the EU
standards, helping to prevent future design requirements from being
impractical and costly; they will also help the GB rail industry to plan
ahead in terms of future rolling stock and infrastructure design and
maintenance.
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RSSB
T988 Rail bridge design requirements for GB traffic cont.
Published
Phase 1 December 2012
Phase 2 December 2013.
Current
Position
The benefits of the research are available to the industry and the
outputs are being used to support inform a new research project,
T1066 Bridge compatibility assessment for GB passenger rail vehicles
for risk of excessive dynamic effects during resonance. This is
planned to start September 2014 and complete June 2015.
RSSB
77
Infrastructure – Projects in progress
Infrastructure Projects in progress
T679 The effects of railway traffic on embankment stability
Description
Abstract
Higher axle loads and increased train speeds have resulted in damage
to embankments, particularly those of clay core construction. This
research will measure the damage attributable to trains and develop a
method for damage assessment.
Deterioration of railway embankments occurs naturally over time.
However, there has been an increase in embankment damage over
the past ten years, sometimes resulting in failure. The increase in
damage has been accompanied by an increase in rail traffic loading,
possibly associated with higher axle loads and increased speeds.
On behalf of the Vehicle/Structure System Interface Committee, this
research should obtain data: to develop an analytical model, for the
assessment of damage to embankments as a result of increased
rail traffic loading, and to provide a method for classification of these
embankments in relation to the weight and speed of traffic. The
intended outcome from the project is to establish a methodology for
the prediction of damage caused by rail traffic, which will then be used
to establish whether there is a need to improve embankment capacity,
particularly where there are plans to increase the weight or frequency
of train operations.
The findings, from Stage 1A have highlighted the value of
developing the analytical model prior to undertaking the detailed site
investigations. This will permit a staged development of the model,
taking account of the type and location of instrumentation that will be
necessary for verification of the predicted embankment performance
compared to the actual performance at the instrumented sites.
Therefore, the research has now adopted a revised programme.
This includes Stage 1B - Physical testing in laboratory conditions, a
review of changes in maintenance effort and development of an initial
analytical model. Stage 2 - Single site instrumentation and monitoring
of real world effects over a 15 month period and then update to the
model. Stage 3 – Enhanced monitoring and analytical model testing
at several infrastructure sites. Stage 4 – Analytical model verification.
Stage 1A and Stage 1B have now been completed., Network Rail will
take forward the activities of Stages 2 to 4.
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RSSB
T679 The effects of railway traffic on embankment stability cont.
Abstract
cont.
In terms of Stage 1B, following the identification of Tumpy Green
(Gloucestershire) as a suitable railway embankment site for donation
of in-service embankment material, the project has secured sufficient
material to support two sets of laboratory tests, elements testing and
large scale physical model testing. The testing programme began in
February 2012.
The analytical model developed by this research will be used for
prediction of embankment damage, to assess the impact of increased
rail traffic loading on embankments across the rail network, to classify
embankments on the basis of the load carrying capacity of the
embankment, and to support the estimation of costs of embankment
remediation where required.
The model will support the development of a cost-benefit analysis
linking increased traffic loading to embankment damage.
Published
Phase 1 – March 2012
Phase 2 – Ongoing
Current
Position
Both physical and elements testing for Phase 2 have been completed
and the findings should be ready for publication in the middle of 2014.
RSSB
79
Infrastructure – Projects in progress
T978 Development of new ‘Suburban’ passenger vehicle standard
gauge
Description
This research project will develop a new ‘Suburban’ passenger vehicle
gauge that is suitable for GE/RT8073 and EN15273.
Abstract
The Department for Transport’s Rail Technical Strategy identified
a need for a rationalisation in the number of classes of vehicles in
operation upon Network Rail infrastructure. This rationalisation would
improve economies of scale for future vehicle orders, reduce costs
for vehicle redeployment and cascade. In broad terms there are
considered to be three passenger standard vehicle gauges categories
in GB: InterCity, Suburban, and Go-anywhere. Of these, the Suburban
vehicle gauge is considered to offer the greatest opportunity for
replacement rolling stock in the near future.
On behalf of the Vehicle/Structures System Interface Committee (VS
SIC), this research project will develop a new ‘Suburban’ passenger
vehicle gauge that is suitable for GE/RT8073 and EN15273. The VS
SIC has identified a number of ‘suburban’ routes and these will be
used to extract a subset of data from the National Gauging Database
(NGD) to identify what shape vehicle is currently allowed. This
proposed profile will then be compared with other ‘suburban’ vehicle
profiles. The second part of the research will then focus on identifying
issues and areas where trade off could lead to a more optimised
profile.
The deliverables from the research will be a research brief and a
report that explains the rationale, decisions, trade-offs, details of
infrastructure constraints considered: a suburban gauge profile, a
copy of the vehicle profiles and the NGD subset of data used; plus
any background information in case of future challenge to or review of
methodology. The future benefit envisaged is a simplified introduction
of new rolling stock and old, cascade of rolling stock. Industry costs will
also be reduced by reducing the need for bespoke gauging studies.
80
RSSB
T978 Development of new ‘Suburban’ passenger vehicle standard
gauge
Published
20m Analysis published In late 2012.
23m vehicle Analysis –expected August 2014
Current
Position
This research has not yet finished. It is anticipated that the benefits
of the research will be available to the industry on completion and
publication.
RSSB
81
Infrastructure – Projects in progress
T995 Development of a new locomotive gauge (2012)
Description
Abstract
This research will develop a revised/updated locomotive gauge that
will deliver a ‘go-anywhere’ capability and will be of benefit to buyers of
new locomotives and infrastructure managers.
The current locomotive gauge does not guarantee a ‘go-anywhere’
capability as it was developed at a time when 3D CAD models,
dynamic computer simulations, detailed infrastructure location and
relationship measurement was not available and was constructed
around some implicit assumptions for the type and characteristics of
locomotive primary and secondary suspension systems.
On behalf of the Vehicle/Structures System Interface Committee this
research will develop a new locomotive gauge that is amenable to
computer simulation, 3D CAD modelling and modern route/gauge
clearance software tools. The output may then be referenced in
future standards and incorporated into new locomotive procurement
specifications and contracts whilst also ensuring infrastructure
managers are mindful of the ‘go-anywhere’ intention when conducting
maintenance, renewal or designing of infrastructure assets.
As a result of this research, the potential benefits to the rail industry
are cost reductions via streamlined route clearance, improved asset
residual value and greater potential for new or extended rail freight
business.
Published
Current
Position
82
RSSB
Not yet published
This project is in the development phase and is planned to start when
project T978 has completed.
T1020 The assessment of anemometer-based wind alert systems for
implementation in GB
Description
Abstract
This research has increased understanding of how to capture and
model wind speeds to support Network Rail’s plan to implement a
robust, localised wind alert system.
Currently, Network Rail (NR) does not have a localised system for
capturing wind speeds and producing localised wind reports, so blanket
wind speeds are enforced across long sections of routes. This can lead
to operational speed restrictions and significant service disruption. In
particular, NR does not have operational speed restrictions based on
the route-specific overhead line electrification (OLE) design.
On behalf of the Aerodynamics GB Working Group, this research
project has supported NR’s initiative to introduce 800 to 1000 weather
stations on the network. NR is looking to introduce a system that
utilises the data available from these localised weather stations, and
potentially other available NR data sources, to produce accurate wind
speeds predictions in real time that can be used as a trigger for wind
alerts.
The first of the research was to understand the wind speed related
dissemination requirements, to help to define the external interfaces
with NR information management systems. This has involved
categorising input data requirements from the weather sensors,
defining warehousing and storage requirements, along with sampling
rates to support real time analysis, and establishing the reporting and
display issues between the various NR route control centres.
Before starting a second phase, NR is considering the maturity and
commercial approach of software development by established system
suppliers. If there is sufficient justification, RSSB will progress a second
phase that will look to develop specific algorithms that utilise the input
wind speeds from the weather stations and other sources, apply some
automatic verification of the validity of the data, and fuse the sources
into information that can be displayed by the host IT equipment.
RSSB
83
Infrastructure – Projects in progress
T1020 The assessment of anemometer-based wind alert systems for
implementation in GB cont.
Abstract
cont.
Published
Current
Position
84
RSSB
More accurate and localised understanding of wind speeds on the
network has the potential to reduce the coverage and duration of
wind-related speed restrictions, and the associated delays and traffic
disruptions. This information can also help reducing the likelihood of
OLE dewirements and train accidents caused by wind, such as vehicles
striking trees or roll over of vehicles.
Ongoing
Depending on Network Rail’s decision regarding procurement of
weather data systems, the research may proceed to phase two. It is
anticipated that the benefits of the research will be available to industry
on completion and publication.
T1028 Investigation of wind tunnel ground configurations on
aerodynamic forces and moments
Description
This research project is assessing the impact of ground configurations
on aerodynamic tests and thus the variation in vehicle overturning
wind speed limits based on aerodynamic data measured in a variety of
wind tunnel configurations.
Abstract
There is a significant variation in aerodynamic results from wind tunnel
testing conducted as part of the AeroTRAIN project and historical GB
data. This variation could potentially lead to a lowering of the calculated
roll-over wind speeds for new vehicles in GB which could, in turn, lead
to an increased possibility of vehicle overturning in crosswinds. It is
postulated that one of the possible reasons for this is the nature of the
ground configurations used during the testing.
On behalf of the Aerodynamics GB Working Group, the main focus of
the research is a series of wind tunnel tests, at a selected wind tunnel
facility, to examine the impact of various ground configurations. The
data from the tests is being presented in a report and analysed by the
project experts to determine the impact of the ground configurations on
the results.
The project steering group has access to members of both the CEN
Working Group and relevant standards committee, so the findings can
be implemented and, if needed, changes proposed to the Euronorms
and Railway Group Standards.
It is envisaged that the research will remove a recently discovered
gap in the knowledge of the effects of ground configuration on train
aerodynamic forces and moments, thereby potentially avoiding
incorrect roll-over wind speed limits for new vehicles.
Published
Current
Position
Ongoing
It is anticipated that the benefits of the research will be available to
industry on completion and publication.
RSSB
85
Infrastructure – Projects in progress
T1031 Gauging requirements for freight wagons under side wind
loading conditions
Description
Abstract
This research will investigate the effects of crosswinds in freight
gauging, to establish how wagon manufacturers can comply with the
standard using dynamic sway values.
GE/GN8573 Issue 3 ‘Guidance on gauging’ acknowledges that
there are no current guidelines on how to generate and apply the
aerodynamic forces created by a side wind. The standard is silent
on how to meet gauge requirements in side winds. In the absence of
any guidelines, wagon owners have highlighted that it is difficult to
demonstrate compliance to the gauge with side wind. The difficulty is
increased when innovation is applied, as in the case of a novel wagon
suspension on the EcoFret wagon. Here the novel wagon suspension
permits greater movements than an existing wagon suspension.
On behalf of the Vehicle Systems Systems Interface Commitee this
research will address the need for manufacturers to incorporate novel
suspension types.
The research project is proceeding in 3 phases.
1) It will look at the applicability of the wind speed value of 35 m/s for
gauging, taking into consideration other wind speed values relevant to
railway vehicles, such as the intrinsic roll-over wind speed as stated in
GM/RT2142- Resistance of Railway Vehicles to Roll-Over in Gales.
2) It will evaluate dynamic sway values for a relevant freight wagon,
such as the FCA wagon with full load, in still air and in a crosswind of
suitable speed.
3) If required, it will develop a method to permit wagon manufacturers
to demonstrate compliance to gauge, allowing for the effect of side
wind.
The results of the research will be used to support proposals for
standards change.
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RSSB
T1031 Gauging requirements for freight wagons under side wind
loading conditions cont.
Abstract
cont.
Published
Current
Position
The benefits of the proposed research are 2-fold; firstly, a gap
regarding wind effects in the relevant standards will be closed, and a
clear approach developed to permit novel wagon suspension designs
to more readily demonstrate compliance with requirements; secondly,
this approach will remove any future need for derogations for novel
wagon designs failing to meet current side wind loading gauge
requirements.
Ongoing
It is anticipated that the benefits of the research will be available to
industry on completion and publication
RSSB
87
Infrastructure – Projects in progress
T1037 Investigation of wind tunnel ground configurations on
aerodynamic forces and moments
Description
Examination of passenger vehicle footstep positions, to inform options
for how best to improve stepping distances in terms of infrastructure
works, fleet deployments, cascades, modifications, and new vehicle
designs.
Abstract
It is known that platform/train stepping distances vary significantly
depending on the type of train, the position of footstep, and the position
of the platform edge. RSSB research project T866 ‘Investigation of
platform edge positions on the GB network’ identified that there is a
considerable range of platform edge positions in terms of both height
and offset.
On behalf of the Vehicle/Structures Systems Interface Committee this
research project will help to understand the train footstep positions and
thus how to improve the stepping relationship.
Phase1 of the research will be a desktop study that sources details of
current footsteps from vehicle owners, operators, and manufacturers.
The data will be compiled and analysed to provide as complete a
picture as possible of footstep positions in GB. In phase 2 the footstep
position data will be analysed with a sample of platform edge position
data from the ‘Investigation of platform edge positions on the GB
network’ research to understand typical stepping arrangements on the
network.
The findings from this research project will be used to inform standards
development work, vehicle cascade decisions, and initiatives to
improve the platform/train stepping distance arrangements. By
completing this research, the industry will benefit from improved
stepping distance arrangements in the longer term, and improved
decision making for vehicle fleet cascades.
Published
Current
Position
88
RSSB
Ongoing
It is anticipated that the benefits of the research will be available to
industry on completion and publication.
RSSB
89
Infrastructure
Where can I find research?
All the research outputs that have been published since
RSSB began its programme can be found at ‘Research
Topics and Projects’:
http://www.rssb.co.uk/research-development-andinnovation/research-and-development/researchproject-catalogue
If you know the reference number for the project – eg
TXXX – you can use the Search field at the top of the
projects list to find it. Alternatively enter a keyword in the
Search field to find all the projects with that word in their
title.
The previous pages contain listings of the published and
current Infrastructure projects – correct at the time of
publication. We hope this helps you find the information that
is most relevant to you.
If you can’t find what you’re looking for, please contact us –
enquirydesk@rssb.co.uk
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RSSB
Each project has a research brief that provides a concise
summary.
Research
Brief
Limits on vertical track alignment through station platforms
T815 - May 2010
Background
Over the past 118 years there have been a number of
requirements put in place for the gradients applied to tracks
through station platforms which has culminated in the current
requirement in Railway Group Standard GI/RT7016, Interface
between Station Platforms, Track and Trains, which requires
platforms to be located on track with vertical track alignment (ie
average track gradient through station platforms) no steeper than
1 in 500.
The earliest known requirement for a specific track gradient
through station platforms can be traced back to a Board of Trade
document issued in 1892, which had a requirement of 1 in 260;
with the gradient requirement appearing in numerous subsequent
documents over the years. The change to the current 1 in 500
came in a version of the ‘Blue Book’ in or around 1950 and is
believed to have arisen in response to a shift from plain bearings
to roller bearings across all rolling stock.
Although there has been a requirement not to exceed the 1 in 500
gradient for 60 years, the research has shown that there are over
600 existing stations with gradients of 1 in 400. There have
recently been seven stations constructed with platforms on
gradients steeper than 1 in 500, where a derogation from
GI/RT7016 has been granted.
As part of the research, several train operators were consulted to
establish their views and what they considered to be the greatest
risk at stations with steep gradients. The outcome was that it was
not seen as high risk and no more so than starting/stopping at a
gradient elsewhere such as a signal.
A review of incidents over the last 15 years has shown that there
have been five incidents reported through The Safety
Management Information System (SMIS), at stations with
gradients of 1 in 500 and nine National Incident Reports (NIRs)
where a train has rolled on a gradient at a platform. In the majority
of cases these can be attributed to driver error or faulty brakes.
The research concluded that removing the 1 in 500 requirement
from GI/RT7016 would not present an unacceptable risk.
RSSB R&D Programme
Block 2 Angel Square
1 Torrens Street
London EC1V 1NY
research@ssb.co.uk
www.rssb.co.uk/research/
rail_industry_research_programme.asp
1
RSSB
91
Infrastructure
Where can I find research?
Part of
RAILWAY-RESEARCH.org
find it - learn it - share it
SPARK provides a way for the rail sector and others to work
together and share knowledge more efficiently on-line, with
the aim of reducing duplication, speeding up innovation, and
maximising value.
Researchers, innovators, and decision makers across the
rail community are able to upload and share information via
SPARK so other users can find out what is known and who
knows it, and this creates opportunities for networking and
cooperation.
In partnership with UIC, RSSB is enhancing SPARK
to create an even bigger on-line ‘knowledge sharing
community’, drawing on the combined wisdom from railway
administrations and centres of excellence from across the
globe.
During this enhancement phase, access to SPARK will
continue to be available to RSSB members, knowledge
sharing partners and registered researchers in the Rail
Research UK Association. From early 2013 new access
levels will be available, including that of ‘reader’ which is
open to all.
Register for access to SPARK at:
http://www.sparkrail.org
92
RSSB
Register for access to SPARK at:
http://spark.rssb.co.uk
spark.rssb.co.uk
More Information
The RSSB R&D e-newsletter is an e-mail bulletin that keeps
the industry updated on the latest research projects to be
started or published.
To view the most recent edition and to sign up for your own
copy, visit:
www.rssb.co.uk/research-development-and-innovation/
research-and-development/r-d-e-newsletter
If you have enquiries about research contact the RSSB
Enquiry Desk – enquirydesk@rssb.co.uk
020 3142 5400
RSSB
93
RSSB
Block 2 Angel Square, 1 Torrens Street, London EC1V 1NY.
www.rssb.co.uk
Tel:
020 3142 5300
Fax:
020 3142 5663
Email: enquirydesk@rssb.co.uk