Overview of Key capability 6 of the UK's Rail Technical Strategy - More Space on Trains. Presents an overview of the key projects being commissioned as part of this R&D program aiming to boost rail capacity in the UK by maximising the size of vehicles running on the network and optimising the use of the space available.

1. Rail Technical Strategy:
Capability Delivery Plan
KC06 More Space on Trains
James Brown
Work Package Owner
RTS:CDP
MoreSpaceonTrains
KC06

2. RTS:CDP
MoreSpaceonTrains
KC06
JamesBrown
DataandPerformanceEngineer
Data and Performance Engineer
• Sensors & Big Data Analytics
• General innovation programs within Angel Trains’ Technology Team
Rolling Stock Experience:
• Wabtec
• Alstom
• Scotrail
• VTEC
Previous Experience
• Oil & Gas
• Nuclear Defence
• Nuclear Power
• Banking

3. Rail Technical Strategy
• Industry committed to one plan
sponsored by RDG, RSG and Network
Rail
• Expertise will be utilised from across the
whole UK to deliver the programme,
including from other sectors
• Delivering system level technology
demonstrators
• Building new technical capability
• Supporting key industry programmes
including Digital Rail
This approach is successful in other sectors
KC06
RTS:CDP
MoreSpaceonTrains

4. Work Package Owners
Dr Karen Lane
‘Running Trains Closer Together’
and ‘Service Timed to the
Second’
Janine Fountain
‘Minimal Disruption to Train
Services’
Crispin Humm
‘Efficient passenger flow
through stations and trains’ and
‘Personalised customer
experience’
Karl Butler-Garnham
‘More Value from Data’
Ouahcene Ourahmoune
‘Optimum energy use’
James Brown
‘More Space on Trains’
Ben Carrington
‘Intelligent Train’
Richard Errington
‘Flexible Freight’
Neil Tinworth
‘Low Cost Railway’
James Hardy
‘Accelerate Research,
Development and Technology
Deployment’
David Rowe
‘Research, Development and
Technology into Industry Planning’
KC06
RTS:CDP
MoreSpaceonTrains

5. KC06: More Space on Trains
• Maximise the size of trains running on the
network
• Optimise the use of space available
• Maximise the utilisation of this space
• Timescale out to 2044
• Currently 61 projects identified for CP6
RTS:CDP
MoreSpaceonTrains
KC06
Scope
• Rolling Stock economies of scale
• Increased passenger capacity, customer
experience and accessibility
• Increased freight capacity and efficiency
• All benefits to be fully quantified as part
of project
Benefit
• By 2044
• 90%+ of the UK network to be cleared for
greater than UIC GB+ gauge.
• All intercity routes to be cleared to UIC GC
gauge
• Double stack freight running on key
freight routes
• Average Passenger Km per Car Km up 25%
Objective
• Objectives are already technically
achievable, however the commercial
incentives aren’t in place at the current
cost level
• Hence focus is on:
• Lowering the cost
• Increasing the benefits
• Aligning incentives
• Making the most of what we have
Challenge

6. More Space
on Trains
Creating the
Business Case
Increasing
Structural
Gauge
Improving the
Gauging
Process
Increasing the
Vehicle
Envelope
Maximising
Interior Space
Programme Structure
RTS:CDP
MoreSpaceonTrains
KC06

7. Programme Principles
• To demonstrate new capabilities for UK
rail – it is then up to the Industry to
deliver
• Focus on taking new technologies to the
demonstrator stage
• Take a whole system and long term view
of the industry
RTS:CDP
MoreSpaceonTrains
KC06
Scope
1. Focus on system level issues that
affect multiples parties.
2. Focus on technical issues and
standards based issues that
would be difficult for individual
parties to solve.
3. Identify industry corporate
sponsors of all projects to
ensure delivery pathways are
identified and carried forward.
4. Think big and think long term
5. Ensure engagement with
stakeholders outside of the rail
industry.
Principles
• Risk of:
• public investment removing incentives for
private R&D
• long term vision conflicting with short
term drivers
• projects developed in isolation not then
being carried into delivery phase
• simply carrying on “Business as usual”
Issues

8. Aim of Presentation
• Plan supported by V/S SIC and RSSB’s Technical Leadership
Group, now engaging with wider industry
• Looking for potential project sponsors
• Looking for potential suppliers
• Looking for Feedback
• Existing Pain points
• Avoid pushing out private R&D
• If interested, number of sessions being arranged where
you can learn more
RTS:CDP
MoreSpaceonTrains
KC06

9. KC06:01 –Creating the
Business Case
RTS:CDP
MoreSpaceonTrains
KC06
• Gauging faces a combination of economic
problems:
• Network Effects
• Tyranny of small decisions
• Regardless of technology, increasing
gauge will always be more expensive
• How do we justify expense when benefit
not felt till years afterwards?
Challenge
• Work out the most efficient economic
approach to gauging improvement
• Quantify the benefits of increased rolling
stock space
• Quantify the economy of scale benefits to
be had by adopting UIC gauges
• Identify suitable Funding Models and
routes to market
Solutions
• V/S SIC Gauging Strategy
Existing Work
• Gauging prioritisation economic model
• Double stack freight economic study
• Modelling impact of increased train space
on passenger loading
• Consultation with manufacturers/ROSCOs
to identify economy of scale benefits
• Consultation with NR/DfT on funding
models
Proposed Work

10. KC06:01 –Funding Models
RTS:CDP
MoreSpaceonTrains
KC06
• Gauging projects, on individual pieces of
infrastructure, will never have a positive
business case, as the benefits are only
realised when entire systems are converted.
• This type of “network effects” problem is
known as the “chicken and egg” problem in
the telecoms or internet industry.
• Require unique business and funding
strategies to overcome
Description
• ROSCOs unwilling to purchase larger gauge
trains that may become “captive”. Address via
creation of a gauging section 54?
• Inverse funding – Offer route managers a
“gauging” bonus from central NR/DfT fund –
amount declines as more of the network is
gauged
• Sell infrastructure constraints – private
companies fund the rebuilding of problem
infrastructure and then lease back to the
network
• Increase VTAC based on gauge capacity of the
track to incentivise NR to increase?
Solutions
Strategies:
1. Signal long term commitment – invest enough money
that gives market confident your new system is here to
stay. Railway comparable – government mandate.
2. Use backwards or sideways compatibility to grow market
size. Railway comparable develop technology to ensure
older rolling stock remains compatible. Make
connections to European or HS2 markets.
3. Exploit niches to create “beachheads” e.g. Facebook
initially targeting Universities. Railway comparable –
convert short but very high density rail corridors first.
E.g. Barking to London Gateway. London commuter
services.
4. Lock key suppliers in – e.g. Sony convincing music
publishers to produce CDs. Railway comparable –
convince manufacturers to stop producing new UK gauge
vehicles (don’t support)
5. Create standalone value beyond network effect – VCRs
were successful as even without any market in video
cassettes the standalone value of time shifting TV was
high. Railway comparable – short double stack freight
routes.
6. Vertically integrate – Video game consoles producing
both the hardware and content. Railway comparable –
Alliances enabling both NR and TOC to share in benefit of
re-gauging. Privately funded industrial railroads -
convince northern car manufacturers to fund railway
construction to port of Tyne? (Only about 3 miles of
track to connect to ECML)
Learning from Technology: Solving
Chicken and Egg problem

11. -2000
-1500
-1000
-500
0
500
1000
1500
2000
1
9
17
25
33
41
49
57
65
73
81
89
97
Lower Gauge
Route by Route
Route by Route -
NPV
Rolling Change
Rolling Change -
NPV
KC06:01 –Gauging
Prioritisation Economic Model
RTS:CDP
MoreSpaceonTrains
KC06
• Do we increase gauge on a route by route basis,
or rolling basis as infrastructure is replaced?
• Cost benefits are only realised when entire
route is complete, and these benefits grow
through network effect
• Cost impact higher for replacing route by route
• Lower gauge also has negative costs while
routes are only partially adapted
• What is the optimum rollout strategy?
Description
• Create an economic model that combines
all the issues described above. Initial draft
results can be seen to the right.
• Model will enable impact of different cost
saving measures to be identified in a
systems context
• Combine model with NR gauging database
and NR asset register. Enable identifying
routes on which to increase gauge first
Solution
-1000
-500
0
500
1000
1500
2000
1
9
17
25
33
41
49
57
65
73
81
89
97
Upper Gauge
Route by Route
Route by Route -
NPV
Rolling Change
Rolling Change -
NPV

12. KC06:01 –Double Stack Freight
RTS:CDP
MoreSpaceonTrains
KC06
• Incentivising gauge increase is very difficult
initially prior to network effects
• Need to identify individual routes where the
cost benefits are large enough to outweigh
drawbacks
• HS2 is one, but double stack freight may be
another
• Proven concept in America, potential 50%
freight cost saving could justify gauging
increases even on short routes.
• No UIC gauge but trial Rotterdam route built
Description
• Carry out desktop study into potential
benefits of dual stack in UK context
• Develop standards and wagon design for
UK network
• Identify and cost demonstrator route
Solution

13. KC06:01 –Train Space
Modelling
RTS:CDP
MoreSpaceonTrains
KC06
• Increasing train width and minimising
components creates added space,
but what is the value of this?
• Without a value on space, making
the business case is more challenging
• Increased space should enable
increased capacity, reduced dwell
time and increased accessibility
Description
• Carry out university study into the impact
and benefits of increased interior space
• Outputs will be economic impacts of
increased space with which to use to
justify other demonstrator projects
• Will also identify whether increase in
space is most efficiently used for
increasing amount of 3+2 seating or
increasing aisle widths
Solution

14. KC06:01 –Economies of Scale
RTS:CDP
MoreSpaceonTrains
KC06
• Achieving UIC gauges will enable the
purchase of standard European rolling stock.
• This would enable far larger fleet sizes with
resulting economies of scale in both
manufacture and maintenance
• Would also potentially enable a cross
European ROSCO market, driving down
financing costs
• Would also enable export of UK rolling stock
expertise and manufacturing capabilities
Description
• Collaborate with manufacturers to
determine likely cost savings possible
• Consult with ROSCOs to identify impact of
European standardisation on rail vehicle
leasing.
• Work with DfT/BIS to calculate “social
value” of resulting export opportunities
on job creation
Solution

15. KC06:01 –Gauging Lobbying
RTS:CDP
MoreSpaceonTrains
KC06
Description
Solution
• Part of the “Tyranny of Small decisions”
problem, is actors lack of knowledge of
the larger system.
• Industry players aren’t aware of any
efforts or possibility to increase gauge
and hence continue “business as usual”
• GA missed gauging opportunity, HS2 at
risk of following.
• Key aspect of the work package will be
engaging with stakeholders and
communicating industry plans to the
industry and wider public.
• Need to work at bringing external
influence to prevent individual projects
seeking to reduce cost of gauging at the
expense of the wider network

16. KC06:02 – Structural Gauge
RTS:CDP
MoreSpaceonTrains
KC06
• How to increase the structural gauge
• At lower cost
• With less disruption
• And ensuring futureproofing
• Can be broken down into
• Track
• Structures
• Electrical systems
Challenge
• Overseeing existing RSSB and NR
programs
• Creation of adaptable catenary structure
• Creation of adaptable platforms
Proposed work
• Range of NR research programs such as
bridge raising, new track types, low profile
OLE etc.
• Large amount of NR “Business as usual”
work
Existing Work
• Requires both iterative improvements and
more radical technical developments
• Key focus is on minimising network effect
costs particularly for lower gauge
clearance and electrical systems
• Need to balance against other
infrastructure manager concerns
Solutions

17. KC06:02 - Track
RTS:CDP
MoreSpaceonTrains
KC06
• Track offers opportunities to:
• Lower profile giving additional clearance
• Greater fixity reducing movement
allowance
• Major issue is around UK “Six foot” –
major constraint to European width
vehicles. Lowering cost and quicker
solutions required to solve
Description
Solution
• Majority of work covered in NR’s ongoing
work streams and by KC12 – Low cost
railway
• Large amount of work also being
undertaken in KC2 –Minimal Disruption
• Hence main scope is maintaining oversight
and co-ordination with ongoing projects

18. KC06:02 - Structures
RTS:CDP
MoreSpaceonTrains
KC06
• Platform heights pose one of the biggest
network effect costs when changing gauging.
• How can they be changed without imposing
negative costs on the rest of the network?
• How can we also achieve level access?
• Reducing cost of other structures important
but considered NR “Business as usual”
Description
• Can platform gap fillers or vehicle ramps
be made sufficient for the UK market –
Adoption of existing RSSB research and
taking to trial
• Can adjustable platform structures be
designed that allow modifications to be
made quickly and cheaply? – Design
competition
Solutions

19. KC06:02 – Electrical Systems
RTS:CDP
MoreSpaceonTrains
KC06
• New OLE’s still being installed that are
outside our future gauge aspirations
• Yet increased OLE heights impose
additional costs on older rolling stock
• Reducing costs and speed of replacing and
installing OLE also required but covered in
NR and other WPO scopes
Description
• Require new “Adaptable” OLE designs.
That can be installed at current heights
yet can be changed in future at low cost
for larger gauge – Design Competition
• Ongoing management and input into
ongoing NR work streams.
Solutions

20. KC06:03 –Gauging Process
RTS:CDP
MoreSpaceonTrains
KC06
• How to:
• Reduce the cost of gauging
• Improve how we monitor gauge
• And improve the way we control gauge
limitations
• Application of digital solutions to
traditional problem
Challenge
• Current gauging approach risk is 10^31,
plenty of scope for reduction of
tolerances.
• Currently reliant on yellow measurement
trains – digital costs are now so low to
enable use of regular passenger trains
• The digital railway enables more complex
signalling rules allowing the integration of
gauging control to avoid infrastructure
work
Proposed work
• NR work on fitting 3D surveying
equipment to passenger vehicles
• D Gauge work on pantograph probabilistic
gauging
• V/S SIC work on standard gauges
Existing Work
• Supporting the adoption of probabilistic
gauging techniques
• Enabling the continuous monitoring of
gauge
• Integration of gauging into the signalling
system to enable:
• Smart train dynamics control
• Gauging signalling constraints
Solutions

21. KC06:03–Probabilistic Gauging
RTS:CDP
MoreSpaceonTrains
KC06
Description
Solutions
• Current gauging method provides
absolute clearance limits based on a
variety of factors – Yet the odds of all of
these factors coming into the play at the
exact same time is almost impossible
• Other industries such as nuclear have
shown only way to manage similar risks is
via probabilistic methods
• Supporting continued development of
statistical tools for carrying out gauging
assessments and statistical review of
existing standards
• Carrying out of testing to certify statistical
results correspond to real world
behaviour

22. KC06:03 – On Board Gauge
Monitoring
RTS:CDP
MoreSpaceonTrains
KC06
Description
Solutions
• Industry is currently dependent on NR
yellow trains for gauging measurement –
yet this is expensive and long time periods
increases the allowances need for changes
in between surveys
• Industry also nervous about reducing
clearances when no system exists to check
whether these work in practice
• Technology now exists to miniaturise
yellow train equipment sufficiently to fit
onto passenger rolling stock
• Big Data analytics also allow for lower
accuracy sensors to be used as long as we
get numerous repeat measurements
• FFCCTV provides opportunity for low
accuracy gauging measurement – safety
net to avoid bridge strikes etc.

23. KC06:03 – Gauging Signalling
Control
RTS:CDP
MoreSpaceonTrains
KC06
Description
Solution
• Two trains passing on a tight bend is one of the
main gauging constraints currently, yet this
occurs very rarely.
• Some pieces of infrastructure simply won’t be
able to replace – but many of these structures
do have clearance if track separation was
reduced.
• New in cab signalling allows opportunity for
more complex signalling rules.
• Develop standards for incorporating gauge
constraints into the signalling system –
ensuring two trains never go round a corner
at the same time etc.
• Develop advanced DAS systems that can help
avoid these constraining capacity via varying
train operation (avoid a passing on a corner
by increasing speed slightly etc.)
• Allows network effect benefits to be reached
quicker with there then being an easier
business case to change tight infrastructure
afterwards

24. KC06:03 – Smart Train
Dynamics Control
RTS:CDP
MoreSpaceonTrains
KC06
• Already accepted controlling train dynamics
based on infrastructure requirements –
Pendolino tilt
• Large amount of gauging clearances currently
caused by possible but physically very unlikely
situations – trains swaying into a corner for
example
• Removing the entire possibility of such events
could improve confidence with probabilistic
gauging
Description
• Develop “smart” train suspension systems
that can have limits imposed on them
based on inputs from digital signalling –
take learning from automotive industry
Solutions

25. KC06:04 –Vehicle Envelope
RTS:CDP
MoreSpaceonTrains
KC06
• How do we maximise the vehicle
envelope to make the most of what
capacity already exists?
• How do we most effectively make use of
additional clearance as it is created?
• How can we better adapt train capacities
to meet the needs of peak loads?
Challenge
• Work to miniaturise exterior components
particularly batteries and brake systems
• New designs to take advantage of freed
up underframe space
• Reducing OLE electrical clearances
• Optimising vehicle articulation
• Developing methods of varying train set
lengths in service
Solutions
• Ongoing manufacturer work to reduce
equipment size and weight
• Some low TRL projects by RSSB
Existing Work
• Step changes in equipment sizes are
possible if follow in footsteps of
automotive sector – Electric driven brake
callipers, lithium batteries etc.
• OLE clearance and corner overhangs can
both be addressed via vehicle changes
• Start preparing the technology vision for
how train will couple in 20 years time.
Proposed Work

26. KC06:04 – Exterior Equipment
Miniaturisation
RTS:CDP
MoreSpaceonTrains
KC06
• Modern EMUs now have large amounts of
unused underframe space.
• If underframe could be completely cleared
would allow the dropping of the floor,
enabling level access at European
standard platform heights
• DMU miniaturisation increases space for
hybridisation and range extension
Description
• Trial the use of electrically driven brake
callipers as seen on many electric cars –
removes the requirement for air tanks and
compressors freeing up the underframe.
Carrying on the work of project T860
• Support and co-ordinate other efforts at
equipment miniaturisation
Solutions

27. KC06:04 – Dropped Floor
Designs
RTS:CDP
MoreSpaceonTrains
KC06
• If successful in miniaturising underframe
equipment – how can this space be used
in the UK market?
• Continental designs exist for level access
at European platform heights
• Is space best used for passengers, freight
or moving equipment from interior to
exterior?
Description
• Develop UK suitable dropped floor
designs
Solutions

28. KC06:04 – Low Profile
Pantograph
RTS:CDP
MoreSpaceonTrains
KC06
• We currently lose around 270mm both above
and below the OLE in electrical clearance. The
single largest source of clearance requirement
• Required to provide protection from Impulse
Voltages – however protection can also be
provided via insulation
Description
• Develop new insulation methods for both
bridge structure and vehicle roofs
sufficient to allow reduction of electrical
clearance
• Develop lower profile pantographs that
can work at these lower heights
Solutions

29. KC06:04 – Vehicle Articulation
RTS:CDP
MoreSpaceonTrains
KC06
• Drive towards longer vehicles to reduce
bogie costs and space lost to
vestibules/couplings
• However longer vehicles lead to lower
width due to corner overhang
• What is the future optimum? Can we
make shorter length vehicles cheaper or
can we make longer vehicles wider?
Description
• Low TRL Work to investigate of the
incorporation of articulation in vehicle
body shells themselves
• Investigate use of articulated bogies for
UK market and minimising coupler
lengths.
Solutions
R² = 0.7059
2.6
2.65
2.7
2.75
2.8
2.85
2.9
2.95
3
3.05
3.1
15 20 25 30
Carriage Length Vs Width
Width
Poly. (Width)

30. KC06:04 – Increasing/ Varying
Train Lengths
RTS:CDP
MoreSpaceonTrains
KC06
• Need to increase platform lengths seen as
barrier to increased train lengths – but does it
need to be?
• Inter vehicle coupling currently slow and only
possible in stations – speeding this up or
enabling while travelling would enable far
better tailoring of vehicle capacity to demand
Description
• Research into the possibility of extending
vehicle lengths past station lengths – how
to manage passenger flows into overhang
carriages without increasing dwell times?
• Support development of higher reliability
and higher speed inter unit couplers.
• Develop the ability for unit to couple at
speed
Solutions

31. KC06:04 – Double Decker
Trains
RTS:CDP
MoreSpaceonTrains
KC06
• Will UK ever see double decker trains
(again)?
• Potential capacity increase but risk of
dwell time increase
• Capacity already exists in both
manufacturers and UK research base
• Key expectation of WPO
Description
• Co-ordination role of existing research and
manufacturer designs
• Potential work in identifying routes where
the business case is justified to push for
trials.
• Supporting the trial of a European vehicle
on UK infrastructure to test use in UK
market
Solutions

32. KC06:05 –Maximising Interior
Space
RTS:CDP
MoreSpaceonTrains
KC06
• How do we maximise the space available
within the vehicle envelope? Both by
increasing the space and improving how
we use it
• How do we do this both for legacy fleets
and new build?
• Plenty of designs already exist, focus
needs to be on addressing technical
blockers
Challenge
• Research into passenger flow and
optimising interior layouts to support
• Support adoption of composites to
minimise interior structural components
• Create optimised cabs designs
• Create time limited season ticket.
Solutions
• RSSB train of the future competition
Existing Work
• On many services space exists but is under
used, need to develop improved ways of
distributing passengers and balancing the
need of peak an off-peak travellers
• On commuter lines majority of the day is
spent carrying empty space, we need to
better incentivise its use
• Numerous components are suitable for
miniaturisation
Proposed Work

33. KC06:05 – Optimised Cab
Design
RTS:CDP
MoreSpaceonTrains
KC06
• Especially on multi unit vehicles, the
driver cab can take up a large proportion
of space, yet sit empty at least 50% of the
time.
• Differences in cab designs impose costs
and risks on operators of mixed fleets.
Description
• Develop a range of optimised,
standardised cab designs looking at:
• Half width designs
• Cabs that can be used by passengers when
not in use
• Use of FFCCTV to remove need to be at
front of train
• Looking at both new build and retrofit.
Solution

34. KC06:05 – Interior Component
Miniaturisation
RTS:CDP
MoreSpaceonTrains
KC06
• Large amount of space on rolling stock is “dead
space”, equipment cupboards, space around
seats, under tables etc. Can equipment be
miniaturised to free this up?
• Primarily ROSCO and manufacturer
responsibility – but new materials may support
Description
• Carry out 3d surveys of vehicles and
identify where biggest space savings can
be made
• Support the development and trial of
composite seats, luggage racks and tables.
Solution

35. KC06:05 – Improving
Passenger Interior Flow
RTS:CDP
MoreSpaceonTrains
KC06
• Particularly in crowded conditions, space usage
can become inefficient – empty seats,
passengers blocking doorways etc. How can we
encourage optimum passengers flow within
vehicles
• Problem can be managed by both physical train
design and by communication to passengers
whereas consciously or subconsciously
Description
• Low TRL research program into variety of
ideas such:
• Offset train doors
• Optimum aisle widths
• Optimum lighting and signage
• Optimum methods of communicating
crowding information
• Optimum platform design.
Solution

36. KC06:05 – Innovative Interior
Designs
RTS:CDP
MoreSpaceonTrains
KC06
• Numerous different interior seating options
exist yet few have been trialled in UK market
– can any improve capacity or passenger
comfort?
• Need to balance peak load capacity with off
peak comfort requirements
• DfT specification present blocker for
innovation in this area
• Some stakeholders reluctant to take on
designs that increase maintenance
requirements
Description
• Take on overseeing role of innovative
design proposals and support the best in
getting to trial
• Encourage focus on designs that are
passively flexible
• Lobby DfT to relax specifications in this
area
Solutions

37. KC06:05 – Optimising
Passenger Demand
RTS:CDP
MoreSpaceonTrains
KC06
• We are hitting serious overcrowding, yet off-peak
these same trains can be empty
• Being able to shift some of this demand would
achieve the exact same as increasing the amount of
space on trains.
• Existing negative “push factors” of lack of seating
etc. don’t work need positive “pull” factors
• Currently our cheapest tickets go to unpredictable
peak travellers – season ticket holders
Description
• Develop and trial “time limited” season
tickets e.g. for travel 6-7am. 2/3rd price
reduction if they travel outside of this.
• Either incorporate into existing system
e.g. C2C smart tickets
• Or trial with parallel ticketing system e.g.
LM block chain Experiment
Solution

38. Where will we be with the
Capability in 5 years
RTS:CDP
MoreSpaceonTrains
KC06
• Corporate sponsors aligned with all projects
• Value of additional space quantified for financial modelling
• Clear economic strategy for integrating gauging increase into industry plans
Gauging Business Case Defined
• Gauging fully integrated into Digital Railway Plans
• Demonstrator route for low cost upgrade of route clearance to W10 ready for CP7
Gauging Constraints Integrated Into Signalling System
• Adaptable OLE structure designed and demonstrator installed on part of network
Adaptable OLE
• Standards and wagon designs in place and tested
• Demonstrator route identified and designed ready for CP7
Double Stack Freight

39. WPO KC6
KC06:01
Government
Network Rail
FOC’s
Rolling Stock
Owners/Builders
KC06:02
Network Rail
KC06:03
Digital Rail
Network Rail
RSSB
Rolling Stock
Owners/Builders
KC06:04
Rolling Stock
Owners/
Builders
KC06:05
TOCs
Rolling Stock
Owners/Builders
Passengers
Disabled
Travellers
V/S SIC Other SICs
Stakeholder Group
RTS:CDP
MoreSpaceonTrains
KC06
Direct InterfaceDirect Interface
Interface via
other WPO

40. Feedback?
Please contact james.brown@angeltrains.co.uk
KC06
RTS:CDP
MoreSpaceonTrains
• Are you already working in any of these areas?
• Have you experienced any problems in trying to
bring in innovations in this area?
• Are there any projects you would like to get involved
in?
• What do you think of the projects highlighted here?