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The School of Engineering at MMU has longstanding research into many aspects of railway engineering. This commenced in 1998 under the leadership of Professor Simon Iwnicki, who carried out research into the interaction between railway vehicles and the track. The understanding of the dynamics of the wheel rail contact that has resulted from this work has been developed into a number of tools and techniques that are being used on a daily basis by the rail industry both to design new railway systems and to predict the deterioration of railway wheels and rails. This allows railway engineers to predict and control roughness growth on rails and to optimise wheel profiles and maintenance intervals on wheel and track.
This work is now helping the railway industry internationally to realise both economic and environmental impacts as track maintenance costs are reduced, safety levels are enhanced and passengers continue to switch from road to rail in increasing numbers. This is evidenced by the award of new research contracts and industry funding and by direct input into industry standards.
The Railway Systems Group develops state-of-the-art condition monitoring and instrumentation systems that identify system faults before they degrade into failures that cause passenger disruption. The key impacts of the Railway Systems Group lie in the following areas:
Examples of direct quantifiable impact are a reduction of over 60,000 minutes in train delays over the last one year period through monitoring of 5,600 railway point machines (the cost to Network Rail of delays is between £20/min to £160/min). Also, the deployment of an award winning conductor shoe monitoring system, which has resulted in an estimated savings of 12,150 minutes. Expert advice and practical prototypes have been through active contracts from railway companies totalling £4.2M. This includes an influence in the £7 billion successful order from the Department for Transport to Hitachi for new trains, energy saving strategies reported by the Office of the Rail Regulator and evidence to the Transport Select Committee on winter operations. These have been achieved by working extensively with the British and international railway industries in the area of condition monitoring and bespoke instrumentation systems that support an improvement in the dependability of rail travel.
The Confidential Incident Reporting and Analysis System (CIRAS), was developed in response to concerns about the role of human error in UK railway accidents. In 2008, CIRAS became an independently operated unit within the Rail Safety and Standards Board and is now available to everyone working in the UK rail industry; it codes reports about health and safety concerns and then facilitates a resolution between the individual and the relevant company or companies. 2.75 million passengers and 400,000 tonnes of freight use the railways in Great Britain every day and CIRAS impacts on the safety of all railway staff and passengers by ensuring that there are no barriers to reporting and resolving potential problems and hazards. It has also led to the construction of a database allowing safety issues to be classified and resolved before they can occur. Between 2008 and 2012 CIRAS received 2228 reports; 45% of these resulted in tangible safety improvements and approximately 33% contained important information about safety that was new to the company concerned. CIRAS has directly influenced the development of a confidential reporting system used in the USA.
The transport of people, goods, and utilities (e.g. electricity, oil, gas and water) is essential to civilised life, and in turn depends on a robust, reliable and affordable infrastructure. Since 1995, the University of Southampton Geomechanics Group (SGG) has led the development of an enhanced, science-based framework for understanding the behaviour of geotechnical transport infrastructure through monitoring, modelling and analysis. The techniques we have developed have been used by the builders, owners and operators of transport infrastructure both nationally and internationally to develop improved understandings of infrastructure geotechnical behaviour both during construction and in service. This has led to substantial savings in build, maintenance and operational costs; the implementation of effective remediation and management strategies; and significantly improved infrastructure performance.
This case study highlights the research carried out by Plymouth researchers in developing a new product in coded railway signalling, the EBI Track 400. Through this patented product, Bombardier Transportation UK Ltd has become the world leader in coded track systems, currently making profits in excess of $6 Million per annum through worldwide sales. The innovative coding algorithms and enhanced system performance has improved railway reliability, eliminated `false positive' danger alerts, and achieved savings for train operators while improving the travelling experience. It has also secured existing jobs and increased investment at their Plymouth site.
The UK Rail Industry has set itself a target of increasing capacity by a factor of two within 30 years for both passengers and freight. A central problem is to increase the capacity and performance of the (existing) rail network. Signalling systems and their safety is a major consideration. It is towards this long-term goal that we direct our research activity on signalling. Our research impacts both current practices and strategic planning within the Railway Industry:
ERPE, through the application of XiTRACK technology (using advanced polyurethane polymers to reinforce the ballast matrix, enhancing strength, stiffness and resilience) — has reduced track maintenance by a factor of up to 40, increased maintenance intervals from 3-monthly to 10 years with track speeds increased up to 125 mph in critical sections of the UK, Italy and Hong Kong rail networks. Developments in Finite Element (FE) geomechanics related to Rayleigh waves are used by HS2; and FE backed artificial neural networks are informing US High Speed operators on ground borne vibrations. The financial impact of XiTrack is estimated at least £50M; and avoidance of Rayleigh wave problems and ground borne vibration mitigation, in the region of £10M; plus benefits to millions of passengers.
Members of the Work, Interaction and Technology (WIT) Research Centre, King's College London have had a significant impact on the ways in which a number of global corporations and other major organisations design, deploy and evaluate advanced systems. They have developed innovative video research methods that have provided critical resources for organisations, including Hitachi, Xerox, BT, Microsoft, and London Underground, to undertake fine-grained analysis of work, communication and technology in complex organisational environments. Their methods and approach have formed the foundation to a range of more applied `interventions' in areas that include health care, transport, education, markets and the cultural industries.
Reductions in railway infrastructure and operating costs, through efficiency gains, deliver benefits to taxpayers (via lower subsidies) and/or passengers (via lower fares). Research undertaken by the Institute for Transport Studies (ITS) at the University of Leeds from 2005 onwards revealed a 37% efficiency gap in relation to rail infrastructure costs and operations, relative to international best practice. The key impact of this research was to inform the Office of Rail Regulation's (ORR) setting, in 2008, of annual efficiency targets for Network Rail for the subsequent five-year period, resulting in a reduction in costs from £18.2bn to £15.8bn over the five year regulatory `control period' starting 2009/10. A secondary impact of the ITS Leeds research was to provide key benchmarking and evidence in more recent ORR efficiency assessments (2010) and Sir Roy McNulty's long-term policy-setting Rail Value for Money (VfM) study (2011). Extending the reach of these research impacts, the water and sewerage regulator OFWAT has, from 2013, adopted the ITS Leeds approach for its latest periodic review.
Peter Johnson's research on collaboration and autonomous systems has been adopted by the MoD Defence Science and Technology Laboratory, through both collaborative research and his appointment to advisory roles. This has led to impact on defence and security policy and strategy, with a primary focus on "Humans in Systems". Specific points of impact are:
a) In Cyber Influence & Stabilization, Johnson's Life-Story research provided a conceptual framework for collecting and organizing information on people and groups to support stabilization efforts in unstable regions;
b) In Human Capability Science & Technology, Johnson's Autonomous Systems and Human-Computer Interaction research influenced the strategic direction, requirements setting and allocation of resources on the £11.6M Human Capability Research Programme;
c) In the organisation of DSTL's engagement with research, Johnson's advice and involvement resulted in the development of, and commitment of resources to, a formal Visiting Scientist scheme.