Drivers and signallers are struggling to manage overspeed risk effectively due to inconsistencies and confusion in speed restriction procedures.
As recently as January 2025, at least eight trains failed to observe blanket speed restrictions (BSRs) in South Wales. Fortunately, there were no reported consequences. What this overspeeding revealed was chronic communication problems that the industry has long been asked to resolve.
The Global System for Mobile Communications-Railway (GSM-R) was phased into service across Great Britain’s rail network between 2007 and 2014. It enables secure and reliable communication between drivers and signallers, crucial at all times but particularly when speed restrictions are introduced.
This technology is invaluable in the prevention of overspeed risk. But parts of the industry are still relying on age-old methods that, on their own, aren’t good enough. In order to enhance system safety, rail leaders need to drive a cultural shift towards fully embracing GSM-R.
Managing speed limits and overspeed incidents
In September 2025, a new rail standard was issued to deal with this issue. It gives the industry a much-needed framework to help manage speed restrictions and overspeed events. It comes after numerous Rail Accident Investigation Branch (RAIB) investigations into overspeeding exposed variability and lack of accuracy in speed restriction processes.
Since 2016, RAIB has investigated several overspeed incidents that happened under different types of speed restrictions. According to RAIB, the worrying recent cases in South Wales occurred because signallers and drivers weren’t aware of, or had totally forgotten about, the imposed BSRs. In one case, a driver was even mistakenly told that no BSR was in place. Sometimes communication had relied on email chains and noticeboards but ignored GSM-R.
Inadequate communication of urgent, late-notice warnings was cited as the root cause of overspeed incidents. Notably, the central control hub in question seldom used GSM-R to send automatic announcements.
The new standard puts a strong emphasis on the use of GSM-R. It explicitly requires its use for communicating BSRs to drivers to ensure that they receive adequate information when speed restrictions are in place. While some parts of the network are already doing so, GSM-R needs to be used consistently, and by the whole industry. This approach to managing speed restrictions will improve operational safety across the network.
The technology is there. What we need now is for senior leadership to embrace the solution and to push for it to be used. They are uniquely placed to ensure the successful adoption and effective use of GSM-R across their organisations. Senior leaders can drive system-wide change, set clear expectations, and cultivate a culture that embraces technology for enhanced operational safety.