Pushing the envelope through research and development

Our railway turns 200 this year. It’s a milestone to celebrate—it’s also a reminder to look at how we evolve. Increasing rail freight capacity on the network is key to achieving freight growth but will be strategically challenging. So where do we start?

By analysing factors that currently restrict and limit freight capacity, we can reveal areas where small changes can make a big difference. Small reductions in journey time or weight limits can help to drive us toward our ambitious goals without major interruption or significant investment.

Programs of work and projects in the research and development arena include development work on coupler strength to encourage longer, heavier, and faster freight train services.

Enabling heavier, longer, and faster freight trains to have easy and predicable access to the network, based on evidence and encompassing safety and interoperability considerations. This is key to expanding freight traffic and maintaining efficient freight operational performance.

Saving time gives big benefits

Routing trains across the network while accounting for various speeds, weights, and cargos is critical and skilled work. Sectional Running Times (SRTs) are an agreed period for a freight train to travel through key sections of track. They help make the process consistent, but are they also holding back growth?

We found that SRTs, many based on historical asset characteristics, are often too conservative for modern operations. They can be a barrier to pathing options that would otherwise be completely safe, and crucially, more efficient.

Our research team is in the middle of a comprehensive review of SRTs. They’re looking to uncover how much capacity could be reclaimed from these routes just by adjusting this key metric. This has proved beneficial with three key Welsh freight flows who have successfully challenged their SRTs already. We can see this small change bringing big benefits for rail freight—more pathing options, faster journeys, and more freight on the line.

Is it a bird? Is it a plane? Not quite, but aerodynamics is still essential.

Another limiting factor for freight capacity is the speed with which trains can pass through stations. Fast-moving trains push an enormous amount of air in front of them and around them as they travel. The risks from this movement are significant and could lead to injury or damage to infrastructure.

Currently, the maximum speed for freight trains is locked at 75 mph on the GB railway. While that speed keeps us safe, it also has an impact on journey time and, by extension, network capacity. In addition, the new generation of freight locomotives, like the class 93, can reach speeds of up to 110 mph, so there could be untapped capacity.

Our research team is looking at this limit, to see if and how higher speeds can be safely accommodated. The project is ongoing, but the findings will likely contribute to unlocking faster freight haulage, and increased capacity as a result.

Helping the heavyweights

Operating freight wagons with heavy axle weights (HAW) on secondary routes is a surprisingly delicate task. It relies on special dispensations from normal limits that could be withdrawn at any time. The uncertainty of this affects planning and investment.

Our past research in this area found that industry would benefit from a model to help assess route availability for HAW. With better data and structured decision-making, the issues of asset safety and limited access could be met.

Taking these findings, and working with industry stakeholders to gather practical knowledge, we are developing a tool to do just that. Work on the prototype for the HAW Infrastructure Interaction Model is now well underway. This will lay a foundation for more reliable planning and investment decisions in freight transport infrastructure.

A bigger future for freight

By making small yet thoroughly researched, tested, and impactful innovations, we are helping increase freight capacity. Our ongoing research and collaboration with industry stakeholders will do more of this in the future, too. Together, we are driving toward a bigger and more sustainable future for rail freight.