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RSSB-managed industry R & D programme CONTROL, COMMAND
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RSSB-managed
industry R & D programme
CONTROL, COMMAND & SIGNALLING
TOPIC RESEARCH PLAN
EXECUTIVE SUMMARY
ISSUE 1
Topic Research Plan approved by Vehicle - Train Control and
Communications Systems Interface Committee on 18 December
2007.
Endorsed by R&DAG on 28 March 2008
(Other C lient G roups : C ontrol C ommand and S ignalling S tandards C ommittee,
C ontrol-C ommand F uture R ailway G roup)
Andrew Broadbent
Head of Engineering Research
R & D Department
Rail Safety and Standards Board
020 7554 4611
Andrew.broadbent@rssb.co.uk
28 March 2008
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Executive Summary – Command Control & Signalling
This document is an executive summary of the Control, Command and Signalling
(CC&S) topic research plan (TRP) developed by the Vehicle - Train Control and
Communications Systems Interface Committee and other groups in this area, facilitated
by RSSB. This summary outlines the scope of the topic, the potential impact of
research carried out under this topic, the areas of research that will address the
research programme objectives and the immediate priorities for these research areas.
The research under this topic encompasses the complete area specified in the
European definition of a Control, Command and Signalling subsystem. This is defined
as that set of functions and their implementation, which allow the safe and predictable
movement of rail traffic in order to meet the desired operational activities. It is also
concerned with communication networks and systems in the wider railway context.
Figure 1 describes the entirety of the CCS research topic area.
Figure 1 – CCS Topic Scope
The scope of the CCS topic is therefore concerned with the:
• Evaluation of the existing CCS environment and the identification of cost effective
solutions to the rationalisation and/or performance optimisation (including
maintenance) of assets
• Analysis of conflicts within and between existing technology and operating
principles to determine optimum and safe solutions
• Evaluation of how improved performance metrics derived from CCS applications
can be used to enhance real-time decision making in traffic management, train
control, timetable development, maintenance planning and possession planning
• Promulgation of information and knowledge about advances in new technology,
their application to rail systems and the complex interactions within the CCS
environment
• Influencing the development of products based on new technologies, in both the
UK and European context, to ensure that they are fit for purpose; provide best fit
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
with UK renewal strategies; provide a cost advantage; and for the avoidance of
bespoke engineering manage the interfaces between equipment and
technologies
• Analysis and evaluation of new technology or new applications of existing
technology, to determine the feasibility of its application in the UK and the
potential benefits and costs of its adoption
Research in this topic supports the industry “CCS vision” as part of the “Rail Technical
Strategy” published by the Department for Transport (DfT) in June 2007, as well as
industry requirements for research that cross the boundaries between the Infrastructure
Manager and Railway Undertakings.
This topic has links with others in the research programme, notably the operations,
rolling stock and level crossings topics. The topic has links to the Signalling Review
and the implementation of ERTMS and ‘whole life benefits’ to the railway.
For some of the research objectives the potential size of the problem this topic
addresses is unknown, and/or total industry targets have not been set; therefore, rough
estimates and qualitative assessments of the potential size of the problem and the
contribution CCS research makes to any industry target reduction are provided in
Appendix 1. In summary:
• Safety - The total risk to staff, passengers and members of the public is 0.65 FWI
per year for CCS related hazards, which is 0.34% of the total for the rail system.
The value, in terms of preventing a fatality, associated with reducing ‘energy
related’ safety risk is approximately £1.07 million per year.
• Performance - In 2004/05, 6.04 million minutes of delay were attributable to
Network Rail infrastructure sources, of which 54% could potentially be attributed
to some form of CCS causes; the associated cost being ~ £195 million per year
(based on average cost of delay of £50/min). There are also Operator attributed
delays associated with this topic but the costs are not yet known to RSSB.
• Capability - Capacity for the network (in terms of passenger train miles) is
determined both on the number of trains per hour and their performance speed.
These in turn are based on assumptions about the performance of the vehicles
using the network (particularly braking characteristics) and the performance of
CCS systems.
• Costs - 30% of the NR’s total forecast expenditure on renewals will be spent on
CCS equipment renewals. Maintenance is measured in SEUs with current
investment in the order of £220,000/SEU. Operating costs are largely a function
of staffing and are almost £200 million per year.
• Sustainability - CCS impacts environmentally in terms of waste pollution and
unsightly equipment. By being a major contributory factor to the number of delays
it also impacts on the perception of ‘value for money’ associated with the
operation of the network
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
In consultation with stakeholder groups, key areas of activity that support the different
types of research need and the research programme objectives for this topic have
been identified. The present status of work in these research areas, the main priorities
moving forward, and the benefits of these priorities are presented in the following
tables.
Appendix 1 identifies the potential impact of R&D on industry objectives
Appendix 2 gives an overview of the level of priority 1 given to the specific research
priority (for comparison to other work within the wider R&D programme), the likely
timescale for implementation, and the likely expenditure over 3 years.
Appendix 3 provides an overview of the status of projects for the different research
areas.
Responsive
Area 1 - Research into improvements in conventional CCS equipment to Industry-
make better use of existing assets wide R&D
Overview
Although CCS systems across the network are evolving, the implementation of new systems will take
some years. The objectives of this research area are to identify and evaluate the benefits of optimising,
rationalising or augmenting (with other products) existing CCS equipment, as a means of:
• Reducing the need for maintenance or service interruption
• Improving safety and operational performance
This area of research attempts to analyse or simulate existing systems or equipment. It aims to
understand the parameters or interactions that affect reliability, performance or capacity and through
varying these parameters, identify optimal or improved solutions for which costs and benefits can be
defined.
The benefits from such research would be expected to be financial, allowing cost savings through lower
maintenance or operation costs; better system performance from reduced delays; better service
management that allows operational constraints to be lifted or capacity increased.
Status
Research in this area to date has focused on improvements to equipment in specific areas or systems
and the investigation of suitable displays for drivers that give them advanced warning of four aspect
signals in places of poor sighting.
Research has reviewed present arrangements of signalling methods at junctions, and recommended
that junction signalling adopt ‘Preliminary Route Indicators’ with critical speed Dynamic Speed
Indicators.
Future research needs in this area were highlighted in the Network Rail, Initial Strategic Business Plan
CP4. This identified that the following should be considered to improve route value: bidirectional
signalling as a means of increasing operational flexibility; signal box rationalisation to reduce operating
cost; and the optimisation of signal positioning to reduce headways and increase capacity.
1
RSSB has conducted the initial assessment; confirmation of the priority levels assigned will be built up with the
principle stakeholder group.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Priorities
The future priorities for this area are presented below.
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Validation of the The project will provide a set CCS Standards
recommendations from of junction signalling Committee is
the junction signalling principles that do not conflict specifically Start: 2008
project and enhancing with those presently in force. supporting this
Duration: H
them to determine a topic as one of its
definitive set of highest priorities 2yrs
signalling and
operations principles
Investigation of the Bi-directional signalling
feasibility and benefits creates flexibility allowing
Specifically
to performance from urgent maintenance to be
featured in the Start: 2008
bidirectional signalling carried out safely. It will
Network Rail Initial
upgrades in specific minimise service delays, Duration: H
Strategic Business
locations/routes and increase traffic and reduce
Plan 1 yr
enhanced single line lost time costs.
working
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Assessment of the Line side signs: Improved CCS Standards
influence of the control of hazards associated Committee has
modern railway with new technology e.g. specifically Start: 2008
environment and headlights, prismatic requested this Duration: M
signing technologies materials replacing obsolete project 1.5 yrs
on the design of products, reflectorised
trackside signs cutouts.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Strategic
Area 2 - Research & Development to support implementation of Industry-wide
Automatic Train Protection to reduce whole life costs R&D
Overview
The aim of this research area is to investigate improvements and additions to traditional ATP
functionality. This may provide a real benefit by reducing the need for infrastructure based equipment
and reducing headways; thereby potentially increasing capacity or enhanced safety for a reasonable
cost. Train Integrity for example, is a fundamental safety requirement of railway signaling and is
currently achieved with large quantities of infrastructure based equipment.
A number of technologies, some mature and others new, make it possible for a train borne ATP/cab
signalling system to know the train’s integrity at any point in time. New technologies may also allow low
adhesion in the track ahead to be identified and for the train or train driver to compensate. These
technologies could allow a train’s braking performance to be monitored and to know the braking
available on the track ahead. This improved prediction may reduce headways without increasing the risk
of a train going beyond the point of danger.
Seen specifically in the context of ERTMS, this topic makes it possible for a train borne ATP/cab
signalling system to know its location in the railway network with high safety integrity.
Status
Currently the EU GRAIL research is developing a high-level specification for enhanced ERTMS
applications utilising a GNSS environment. The aim is to improve system performance and safety.
Specific applications identified include Train Integrity, Cold Movement Detection, Train Awakening,
Absolute Positioning and Enhanced Odometry.
Research is being undertaken to test equipment that simulates an AWS track magnet that can measure
performance against Railway Group Standard GE/RT8035. Four units have been produced as part of
this project and will be made available for routine checks, investigations and checks of new rolling stock.
Future research may include the development of ATP functionality in respect of train integrity. This
includes ATP initialisation – train awakening, train positioning, continuous brake performance
monitoring, and low adhesion prediction and response. In addition, investigation of how large amounts
of data associated with ATP can be effectively managed in the future may also be addressed.
Priorities
The future priorities for this area are presented below.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Develop functionality of The project contains a range The results of this
ATP in respect of train of areas that will benefit work are
integrity safety and performance - by expected to
reducing the need for track support the
based equipment; through implementation of
enabling ERTMS to know its ERTMS by 2012 Start: 2008
location with a high safety M
Duration:
integrity; by looking more
accurately at brake 2 yrs
performance it may be
possible to increase capacity;
and by improving the way in
which low adhesion situations
are detected and managed.
Investigation of how The project will deliver the The results of this
large amounts of data cross boundary structure work are Start: 2010
associated with ATP between the infrastructure expected to
Duration: H
can be effectively owner and train operator to support the
managed in the future manage failure and implementation of 1 yr
performance trends. ERTMS by 2012
To determine whether Improvements in the use of To support the
ATO may be used on capacity and reduction in implementation of
the various types of UK driver workload ERTMS by 2012
main line railway and also to
operation, the safety support the
and operational benefits aspirations of the Start: 2010
that may be achieved DfT Technical
Duration: L
and the costs of its Strategy on
implementation. The capacity 1 yr
research must involve
the organisations
directly affected such as
train operators and
drivers' representatives.
To determine the Better understanding of the To support cost
appropriate application application of cab based effective Start: 2009
of cab based signalling signalling to meet different application of cab Duration: L
and to identify service requirements of a signalling 1 yr
development priorities differentiated network
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Strategic
Area 3 - Research to explore emerging & future Communications Industry-wide
technology to understand potential business & safety benefits R&D
Overview
A perennial problem with communications is that the need grows faster than providers’ expectations, or
faster than the implemented technology is capable of providing. The growth of data processing places
even greater pressure on the communications network’s performance and capacity. The railways are
not immune to this problem.
The implementation of the Fixed Telecoms Network has anticipated this and will provide extra capacity
for the transmission of data between fixed systems. However, no provision has been made for
increased data transmission through radio systems. GSM-R has potential for this but the necessary
facilities are not planned as part of its rollout across the network.
Research objectives in this area are to identify emerging communication needs and predict future
needs. It will also review system architectures that facilitate growth or make provision for upgrade
without significant cost, thereby ensuring that capabilities can be expanded without excessive costs.
Research in this area also deals with the development of standards for communication system
interfaces and protocols between railway communications systems.
The benefits of the research in this area are that it will help the industry avoid costs arising from the
implementation of independent stakeholder approaches to industry-wide problems. Typical outputs
from this research area include system definitions, interface specifications and industry guidance and
standards.
Status
Research has examined the current communications systems used by track workers, drivers, signallers,
and control room operators. The implications of migration from fixed-wire to wireless-based systems
have been considered, and the functionality, the hazards, and associated risks re-assessed. The
manner in which excess capacity can be safely used for commercial benefit has also been investigated.
Research has been undertaken to explore the current satellite and digital communication systems being
developed commercially, and match developments to the needs and ambitions of the UK Rail industry.
The knowledge gained is to be used to develop a RSSB Guidance Note, providing product details and
best practice guidelines with which the industry can make informed buying decisions.
Future research work in this area may include the determination of the total future demand for railway
radio communications both commercial and operational. It will also look at broadband and IP influences
on future train control and traffic management systems with a view to establishing standardised
application protocols.
Other research may include defining the means by which the rail industry is kept informed of emerging
standards, and investigating the potential for using communications technology for remote asset
monitoring. The Technical Strategy Advisory Group is also recognising the need for an improved and
co-ordinated Information Management Strategy for the industry. As CCS systems are commonly at the
heart of most IM requirements it is likely that further work in this area may be taken forward in this area
or as a new research area within this topic.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Priorities
The future priorities for this area are presented below.
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Determining the future The project will provide benefits Future
total demand for for planning the future by Positioning and Start: 2008
railway radio identifying the overall needs of Communication
Duration: H
communications both the railway. Systems
commercial and Advisory Group 1 yr
operational
Defining the means by The project sets outs out in a Future
which the rail industry European context how the Positioning and
is kept informed of railway can keep abreast of, Communication
emerging and influence, the development Systems Start: 2008
communication of emergent standards for new Advisory Group Duration: M
standards technologies, thereby allowing 1 yr
the integration of such new
technologies at an early stage
to the benefit of the industry.
Investigating how The outputs from this research Requires
traffic management will include the provision of substantial
information and its good data transmission facilities change to
means of transmission between track and train, real infrastructure Start: 2010
can provide improved time train location, and speed Duration: L
performance and performance information of
2 yrs
previously unequalled
precision.
Investigate the Better monitoring of assets, Improvements in
potential for using earlier indication of potential reliability and
communications failure allowing improved whole life cost Start: 2009
technology for remote approach to servicing and reductions,
Duration: 1 M
asset monitoring maintenance and application of minimised
degraded modes to maintain service yr
services disruption from
failures
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Strategic
Area 4 - Research into the feasibility and early scoping of future Industry-wide
technologies for Train Control to prepare for implementation R&D
Overview
Train control will inevitably continue to evolve beyond the current specification of ERTMS. The potential
for automation, additional safety functions and driver information, will have implications for system
architectures and the communications environment.
In cooperation with other European railways and the rail industry, this research area ensures that the
UK influences research direction to meet the needs of the UK rail industry. It will also keep the industry
informed of advancements in order that it can take advantage, in terms of cost and whole rail network
performance, of technological innovations.
The output of this research is (usually in conjunction with other partners) high level information on the
potential application of new technology to train control systems, product specifications, simulations, and
prototyping.
Status
The introduction of the Global Navigation Satellite System (GNSS) technology to the railway domain
requires a common European approach to obtain the advantages of a common technological basis. A
research project has been established under the EU's 6th framework programme and has three main
objectives:
• Develop and test a GNSS prototype system for enhanced odometry ready to be integrated
within the European Train Control System (ERTMS)
• Develop a collaborative harmonisation of traffic management systems
• Promote the potential of new technologies to support rail traffic management.
It will also address the certification needs. This should provide benefits by supporting the essential
requirements of interoperability and the commercial advantages of a larger number of users.
Future research may also include determination of how advisory speed information to drivers can be
provided and used so that driving may be optimised against identified criteria, and investigating the
better use of braking performance information so that improvements in line capacity and journey times
can be delivered.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Priorities
The future priorities for this area are presented below.
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Determination of how This will complement other Joint DfT, NR
advisory speed signalling information being and ATOC
information to drivers provided to the driver. It will initiative with far
can be provided enable train driving to be reaching
optimised to one or more implications
criteria, leading to
improvements in line capacity Start: 2008
and journey times. H
Duration:
1.5 yrs
e.g. Drivers can choose the
optimum power efficient speed
to use within their movement
authority, thereby providing cost
saving and environmental
benefits.
Investigating the better Modern rolling stock is capable To understand
use of braking of better braking performance the value of
performance and this can give benefits in rolling stock
information terms of line capacity and braking
journey time. However, the characteristics in
operational and business relation to future Start: 2008
issues are complex. The capacity and the
Duration: M
research will provide a means implications
to optimise the investment associated with 1 yr
required. temporary
departures from
any default
values (e.g. poor
adhesion).
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Strategic
Area 5 - Research to explore emerging & future CCS technologies to Industry-wide
understand potential business & safety benefits R&D
Overview
Developing a vision of the future naturally requires an understanding of the advancing technology and
its application to the rail environment. Planning to implement such a future means making informed
choices today in preparation for anticipated future developments.
The objective of this research area is to ensure that the UK rail industry is aware of emergent CCS
technologies. It should also evaluate these technologies in terms of their potential benefits and cost, and
ensure that their further development provides for fitness of purpose and best fit with UK rail industry
needs.
Specific areas for investigation in this context are:
• The application of the modern timing and location technologies
• The information that could most usefully be displayed on new display technologies in cab
and in control rooms, with respect to line side signals and in-cab signalling,
• The future development of the drivers desk and the potential flexibility engendered by
better data processing and distributed architectures; the reduced cost and size of
components; and lower power demands
• The development of better hardware and software to obtain safety and reliability in data
processing at least cost
To ensure that the awareness of investigative research in the above is delivered it is proposed RSSB
issue technology awareness reports on a bi-annual or annual basis freely on their website. They will
address emerging technologies, their limitations and potential benefits, a view on their maturity re-new
railway projects and their implications for the management of the railway.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Status
Systems based on Global Navigation Satellite Systems (GNSS) are providing increasingly accurate
data to determine position and velocity. RSSB research has demonstrated that such systems have the
potential to be applied to railway traffic control and signalling. On going research includes work to
demonstrate that the rate of undetected failures is at acceptable level.
Current research is also collecting and analyse data to assess the dependability of global navigation
satellite system (GNSS) technology and the accuracy of modern odometry systems.
In conjunction with European partners, research into a common European approach to GNSS
application is ongoing. The project aims to deliver significant commercial advantages from a common
technological basis.
Research is being carried out to identify the benefits to be obtained from the application of head-up
displays in driving cabs and the issues that must be addressed to enable the use of such devices.
Future research is likely to include developing understanding of localisation technologies (GNSS,
eLORAN, GBAS and other developments) and their application to railway operations, and the
dissemination of this information to the industry.
In addition, research may be undertaken to assess data processing techniques for application in railway
operations in particular safety related applications.
Priorities
The future priorities for this area are presented below.
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Develop Ensuring that the industry has a
understanding of platform to influence the Start: 2010
Network Rail
localisation development of these
commitment to Duration: H
technologies and technologies for railway
“ensure that we 1 yrs
disseminate applications and a common
are informed
information to industry basis for their application
about future
Research and assess This project forms the risks and
data processing foundations on which traffic opportunities
techniques for control; train control and data and engage in
application in railway management will be based. appropriate
Start: 2010
operations in particular actions to future
safety related proof our assets” Duration: L
applications An output will be the issue
and to engage 1 yr
Technology Awareness Reports
“with those who
on a bi-annual or annual basis,
are experts in it”
freely available on the RSSB
website.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Strategic
Area 6 - Research to explore advances in Data Management Industry-wide
R&D
Overview
New applications on the horizon such as energy efficient train control and applications associated with
the management of asset data such as maintenance, IECC, interlockings, and rolling-stock will
contribute to an increased demand for data storage. Accessibility and the form of data used on the
railway will be a major source of inefficiency unless the problems of data management are understood
in a corporate sense.
This area is in its infancy in the railway industry and the first steps will be to survey the latest practices
in data management used in other industries such as banking, national and international retailing,
aviation etc. A strategy for data management will be developed, based on analysis of good practice and
industries needs (identified in other projects).
The use of data processing systems on the railway for many functions, not only ATP, leads to the need
for large data representations of the railway. Today there are several independent data bases for ATP,
IECC, Interlocking, asset control, project planning. They all present the difficulty of being maintained up
to date, error free and with the correct attributes. Research to rationalise and provide a means of
validating common data will deliver major cost advantages in setting out a data representation of the
railway available and suitable for all.
Status
Robust operation of the European Rail Traffic Management System (ERTMS) is highly dependent upon
the integrity of a large volume of data, much of it safety critical. Research has identified the appropriate
procedures and systems to ensure ERTMS data is not compromised throughout its lifecycle of design,
data capture, implementation and maintenance. The principal recommendations relate to the
establishment of an ERTMS data management group and processes to control the data.
Future research in this research area is likely to include the establishment of relationships between
various databases describing the application of CCS and other railway systems, to minimise repetitive
data generation processes.
Priorities
The future priorities for this area are presented below.
Research Priority Benefits to Stakeholders Reason for Timescale Priority
Priority
Establishing enhanced Optimising data collection, Required for
data management analysis and management implementation
technologies. through the development of a in the next 2-3
strategy, guidance and/or years Start: 2008
codes of practice.
Duration: M
Development of an industry
Data Recording and Causal 1 yr
Analysis System (DRACAS) for
command, control and
signalling equipment.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Appendix 1 – Potential impact of research in achieving R&D programme objectives
Industry Targets/
Objectives: Total Impact relevant to Topic How Research Helps
Initiatives
Health The health risks associated with CCS sources Ref. Occupational Health Ref. Occupational Health TRP.
is covered under the Occupational Health TRP. TRP.
Safety The total risk to staff, passengers and members No targets currently Research assists with identifying robust controls that
of the public is 0.65 FWI per year for CCS identified. The Rail Strategy reduce the risk of human error.
related hazards, which is 0.34% of the total for Safety Plan (SSP) is likely
the rail system. The value, in terms of to address the targets for
preventing a fatality, associated with reducing this area.
‘energy related’ safety risk is approximately
£1.07 million per year.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Industry Targets/
Objectives: Total Impact relevant to Topic How Research Helps
Initiatives
Reliability & In 2004/05, 6.04 million minutes of delay were The NR target is to improve Research assists with identifying areas where existing
Performance attributable to Network Rail infrastructure reliability, in terms of delay CCS systems can be modified to lower headway,
sources, of which 54% could potentially be minutes attributable to NR improve flexibility, reduce operating costs or increase
attributed to some form of CCS causes; the by 30% by 2008/9 reliability. It identifies the appropriate use of new
associated cost being ~ £195 million per year (approximately 7% technology that improves efficiency and safety for lower
(based on average cost of delay of £50/min). reduction per year from lifecycle costs.
2004/05 to 2008/09).
There are also Operator attributed delays If we assume the same The value of research in contributing to any industry
associated with this topic but the costs are not reduction in CCS sources of target is a subjective assessment. Many performance
yet known to RSSB. delay minutes, the target improvement initiatives will be progressed without
reduction equates to ~£14m specific research. However, those that rely on improved
per year of for CCS scientific understanding or pan-industry analysis will
sources of delay minutes. typically need research – and these may provide the best
long-term improvements.
Therefore, a conservative estimate of 5-10% contribution
to the industry target of reduced delay minutes (~ 7%
reduction per year) would value CCS research in the
region of £0.7m to £1.4m per year. (Note - This does
not include any benefits associated with reducing
Operator CCS related delay mins).
Capability Capacity for the network (in terms of passenger NR estimate a cumulative Research can assist in developing an accurate set of
train miles) is determined both on the number of passenger train miles assumptions that model the network’s capability and by
trains per hour and their performance speed. growth of 1.1% and a varying these assumptions identify the actions likely to
These in turn are based on assumptions about create extra capacity on the existing network.
the performance of the vehicles using the
network (particularly braking characteristics) Cumulative freight tonne
and the performance of CCS systems. miles growth of 14.6% from
2004/05 to 2008/09.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Industry Targets/
Objectives: Total Impact relevant to Topic How Research Helps
Initiatives
Costs 30% of the NR’s total forecast expenditure on Over the next 3 years, NR In the short term, research provides a basis for
renewals will be spent on CCS equipment has budgeted ~ £2169 optimisation of renewals to ensure maximum use of
renewals. million for CCS renewals. investment. It assists in helping planners identify
bottlenecks in the network where renewals can assist in
making significant performance improvement for the
Maintenance is measured in SEU’s with current NR has set a target for the
money invested. In the longer term, it ensures that the
investment in the order of £220,000/SEU. reduction in the cost of an
rail industry is an informed buyer so that as far as
SEU to £160,000 by 2014. possible the main stakeholders can future proof their
assets. It ensures that renewals and upgrades are based
NR is committed to reducing on common platforms so that the cost of each
Operating costs are largely a function of staffing
its total annual operating stakeholder developing independent solution to common
and are almost £200 million per year.
costs by 14%. network problems is avoided.
Sustainable CCS impacts environmentally in terms of waste This is under development Research which identifies the rationalisation of existing
Development pollution and unsightly equipment. By being a by the industry equipment reduces the amount of CCS equipment on or
major contributory factor to the number of Sustainability Development near the track, it reduces the need for maintenance and
delays it also impacts on the perception of Steering Group. ensures that systems are reliable thereby reducing the
‘value for money’ associated with the operation environmental impact. The advent of new technologies
of the network will further change the environmental impact making the
railway more efficient and sustainable. Reducing the
number of delays will also change public perception on
the ‘value for money’ provided by the network.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Appendix 2 – Overview of Priorities
Priority
Area Priority Timescale
Level
1. Research into improvements in conventional CCS Validation of the recommendations from the junction Start: 2008
equipment to make better use of existing assets signalling project and enhancing them to determine a Duration: 2yrs H
definitive set of signalling and operations principles
Investigation of the feasibility and benefits to performance Start: 2008
from bidirectional signalling upgrades in specific Duration:1 yr H
locations/routes
Assessment of the influence of the modern railway Start: 2008
environment and signing technologies on the design of Duration: 1.5 yrs M
trackside signs
2. Research & Development to support Develop functionality of ATP in respect of train integrity Start: 2008 M
implementation of Automatic Train Protection to Duration: 2 yrs
reduce whole life costs
Investigation of how large amounts of data associated with Start : 2010
H
ATP can be effectively managed in the future Duration: 1 yr
To determine whether ATO may be used on the various
types of UK main line railway operation, the safety and
operational benefits that may be achieved and the costs of Start: 2010
L
its implementation. The research must involve the Duration: 1 yr
organisations directly affected such as train operators and
drivers' representatives.
To determine the appropriate application of cab based Start: 2009
L
signalling and to identify development priorities Duration: 1 yr
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
3. Research to explore emerging & future Determining the future total demand for railway radio Start: 2008
H
Communications technology to understand communications both commercial and operational Duration: 1 yr
potential business & safety benefits
Define the means by which the rail industry is kept informed Start: 2008
M
of emerging communication standards Duration: 1 yr
Investigate how traffic management information and its Start: 2010
L
means of transmission can provide improved performance Duration: 2 yrs
Investigate the potential for using communications Start: 2009
M
technology for remote asset monitoring Duration: 1 yr
4. Research into the feasibility and early scoping of Determination of how advisory speed information to drivers Start: 2008
H
future technologies for Train Control to prepare for can be provided Duration: 1.5 yrs
implementation
Investigating the better use of braking performance Start: 2008
M
information Duration: 1 yr
5. Research to explore emerging & future CCS Develop understanding of localisation technologies and Start: 2010
H
technologies to understand potential business & disseminate information to industry Duration: 1 yr
safety benefits
Research and assess data processing techniques for
Start: 2010
application in railway operations in particular safety related L
Duration: 1 yr
applications
6. Research to explore advances in Data Establishing enhanced data management technologies. Start: 2008
Management M
Duration: 1 yr
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
Appendix 3 – Status of Research Projects
The status of the CC&S research projects, as at 26 May 2008, is described in the
following diagram.
Command Control & Signalling TRP - Executive Summary Issue 01 – Mar 08
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