1054806395 T1425 Further analysis of static brake data from freight vehicles
The high-level objective of this work is to further our understanding of the relationship between braking system behaviour and the potential creation of wheel flats, and how these may be avoided. T1350 WP3 has done a significant amount of analysis in exploring the objectives set in the research, but the primary focus of the work was on data collection.
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1063173918 T1421 Uniformity and consistency of braking within a freight train
RSSB is seeking to appoint a supplier to undertake research into the uniformity and consistency of braking within freight trains. The project will use a programme of static brake testing and analysis to investigate variability in braking performance across representative freight wagons, including differences between integrated and non-integrated brake equipment and the consistency of brake force across the fleet.
The research will develop an evidence base to support operational, engineering and standards decisions, including recommendations on how greater conformity in braking performance could be achieved. The work is expected to start in October 2026, with a budget of up to £350,000 excluding VAT, and is anticipated to take less than 12 months.
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https://rssb.delta-esourcing.com/tenders/UK-UK-London:-Research-services./65NA2RG3HU
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Market Engagement Questionnaire for T1418 How can batteries make the DC network safer and more cost effective?
DC electrification is a system used to provide electric traction power to trains via an exposed conductor rail, commonly described as the ‘3rd rail’. The 3rd rail system is predominantly used in the south of England but is also used by the Merseyside commuter rail network in the North-West. Because of its accessible position on the ground next to the running rails, 3rd rail systems pose an electrical safety risk to the public and railway staff.
To address these concerns in a cost-effective way, small retrofittable batteries could be used to allow trains to run between modest gaps in 3rd rail. This would allow removal of live 3rd rail at higher risk location such as stations, level crossing, and junctions. Elimination of certain sections of the DC network, such as at switch and crossing junctions, could also result in maintenance productivity gains. RSSB project T1272 ‘Compatibility and optimisation considerations for rolling stock traction batteries and battery charging’ (T1272 Phase 1b Report FINAL – Page 64) indicated that a modest sized battery of 100 kWh could potentially remove larger parts of the DC network and allow a train to move through up to two kilometres of traction power disruptions.
The introduction of batteries for these aims must consider capital and operational costs, the engineering and operational controls that would be needed, and the transition strategy for both rolling stock and infrastructure.
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