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4.4 4.4 Renewals policy We have worked hard in the past year to target our renewals expenditure on those assets and locations that will have the greatest positive impact on train performance – eliminating temporary speed restrictions, raising track quality, and reducing the number of broken rails. Our work has identified improved asset-management regimes for most of our major assets.We have identified opportunities to inspect and maintain assets more effectively so that we can target subsystem renewals,with the result that complete asset renewal is required less often.We have also developed techniques to enable us to target renewals at those 200 or so critical locations that have the greatest impact on train performance . In all cases we will renew assets with the most appropriate, contemporary equipment available that minimises whole-life costs and minimises the disruption caused by installing the equipment. We continue to work with suppliers to ensure that the work they plan reflects these priorities,so that the benefits for passengers are captured. We also continue to develop further measures to enable us to identify the condition of each asset,the impact of inspection,maintenance and renewal options on asset condition,and the end impact of that condition on the journey experience by passengers.This work is reflected in the new measures of the output of our signalling and electrification assets included in this NMS.We have not made the progress we had hoped on developing detailed systems for measuring asset condition due to the resources required by the Year 2000 project. Track renewals. We have developed track asset- management processes to help us target track renewals at those locations where they will have the most impact on the quality of the track and on train-running performance.We assess potential sites for track renewals against financial and asset-condition criteria to ensure that the optimum decision is made between continued maintenance and partial or complete renewal. Renewals specifications reflect current best practice and normally use continuous welded rail on concrete, steel or hardwood sleepers.This provides greater reliability and the ability to carry heavy axle-weight vehicles,while reducing disturbance from the effects of noise and reducing the maintenance requirements compared with older track comprising jointed rail and softwood sleepers.Where reballasting is carried out, we ensure that any underlying drainage or formation problems are dealt with to provide a long-life and low-maintenance track structure . Renewals of switches and crossings are now carried out in fully welded form,and we have introduced some modern continental practices giving improved ride quality, reliability and reduced maintenance. We are working with our suppliers to ensure that we gain the benefits of stoneblower, on-track flash-butt welding and high-output renewal technologies. We have also improved the efficiency of our engineering materials haulage and ballast delivery process to improve its efficiency.These improve the economics of track asset management. Planned renewal volumes reflect our current understanding of future traffic volumes and flows.Significant increases in volumes or shifts in flows will affect the track renewals required for optimum asset management. We are continually looking at developments in track management and are partners in various European research projects to improve track asset performance . Structures renewals. Structures are identified for renewal where maintenance of the network operation is impracticable for technical or economic reasons. Given the diversity of structures owned by Railtrack,it is necessary to appraise the condition of each structure individually and to define site-specific actions.This means that the renewal activity performed on two structures which are s u p e r fi c i a l ly similar can differ in scale and scope. C o n s e q u e n t ly, it is not easy to identify specific trends in the nature of materials used and the technologies applied. To ensure that renewals evaluation is both rigorous and consistent, we have developed new asset condition modelling techniques for our masonry and metallic bridge stock.Effectiveness of our renewals investment will continue to improve as this approach is applied to renewal decisions during 1999. One consequence of this process is that renewals activity on heavily loaded lines will be more extensive and will have a longer design life than that on lightly loaded lines, where piecemeal activity is often more cost-effective. Other structural types will be subject to this process during 1999. We have developed techniques to enable us to target renewals at those 200 or so critical locations that have the greatest impact on train performance 37
sustaining We have concluded from our analysis that whole-life costs of signalling assets are optimised through targeted renewals rather than renewal of entire installations 38 4.4 continued Renewals work is car ried out in accordance with Standards, to provide W10 gauge and 25.4-tonne axle-weight capacity. These standards are regular ly updated to reflect best practice and to take into account developments in other industries.An important means of improving the effectiveness with which structures renewal work is performed is to combine packages of structures work together with renewal and repair activities performed on other assets. We are pursuing various opportunities to reduce the whole-life cost of renewal.Among them are standardised designs which can be constructed more cheaply, and the use of polymers both as structural members and as corrosion protection.We are intensifying our pursuit of lower-cost solutions. Signalling renewals. Our policy and strategy on signalling equipment renewals have developed over the past three years. We have concluded from our analysis that whole-life costs of signalling assets are optimised through targeted renewals rather than renewal of entire installations. We are working,therefore, to reduce signalling renewals costs significantly by ensuring that the scope of the renewals work is optimal and fully justified. We use a structured and numerate means of assessing asset condition,together with a national expert review process which ensures that our renewal plans are robust, justifiable, and nationally consistent. We are refining the processes by which we determine the appropriate and precise scope of the work in each case.This will enable us to target renewals of individual components or complete installations as appropriate, thus avoiding premature renewal of parts of installations,and ensuring that existing assets are used to the fullest possible extent. This emphasis is likely to lead to smaller and less costly renewal schemes targeted at those parts of the system that are approaching the end of their useful life. Many of the technology changes that we are already implementing as part of our overall signalling strategy are well suited to this type of work,particularly for extending the life of many of the installations of the 1960s and 1970s which are prone to localised degradation. There will still be cases,however, where the best option is a conventional wholesale renewal.This might be justified where we are able to enhance the network simultaneously by, for example, increasing capacity or reducing journey times,or reducing maintenance costs through the introduction of modern technology. We are working closely with our signalling suppliers to optimise our maintenance and renewal activities.Closer relationships are producing opportunities for innovation to drive productivity up and costs down. Long-term signalling strategy and Network Management Centres (NMCs). We are developing the new Train Control System (TCS) for initial application on the West Coast Main Line (WCML) in partnership with Alstom Signalling.The TCS will enable higher speeds,greater route capacity and better reliability at a lower whole-life cost than conventional signalling.The TCS is based on the European Rail Traffic Management System specifications being developed as the European standard for interoperable routes. The TCS comprises control centre computers which communicate continuously with trainborne computers via digital radio. Each train determines its position by a combination of odometry and fixed beacons (balises) mounted in the track.The central computer is aware of the locations of all the trains in its area,and computes safe limits for a train’s movements,which are then transmitted to the train and displayed to the driver. If the driver fails to react correctly to the instructions, the inherent Automatic Train Protection (ATP) system intervenes and applies the brakes. After the WCML, we are considering the deployment of the TCS on the East Coast Main Line and the Great Western Main Line – the next two longest-distance and highest-speed routes. We have also been able to demonstrate its potential for subsequent cost-effective application to some other routes.The strategy for rollout of the TCS across the network will be refined as the unit costs of implementation become clearer, and as we gain experience with the installation and operation of this new system.Our renewal activities,in the meantime, will aim to maximise the potential for future large-scale TCS installation by life-extending some current equipment where practicable so that the largest possible geographic and route area
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Page 3 and 4: 1 introduction Page 12 1.1 Introduc
Page 5: 4 foreword The 12 months since publ
Page 8 and 9: The market for rail services Since
Page 10 and 11: What the plans deliver The major de
Page 12 and 13: Progress since the 1998 NMS The tim
Page 14 and 15: In this section, we set out the str
Page 16 and 17: 1.4 1.4 Context The periodic review
Page 18 and 19: We firmly believe that risk is best
Page 20 and 21: Integrated transport In the past 12
Page 22 and 23: The Network Management Statement is
Page 24 and 25: 2.2 2.2 Consultation with our custo
Page 26 and 27: Of those who were satisfied,the mos
Page 28 and 29: We report on the substantial progre
Page 30 and 31: 3.5 3.6 3.5 Year 2000 compliance an
Page 32 and 33: Examples of significant work Woking
Page 34 and 35: In this section, we set out what ne
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Page 40 and 41: ecomes due for total renewal at the
Page 42 and 43: Continued improvement. The completi
Page 44 and 45: on the network.These safety improve
Page 46 and 47: Environmental commitments First, ov
Page 48 and 49: This section describes the impact o
Page 50 and 51: Table A Delays to train services RA
Page 52 and 53: Accessibility Category A Category B
Page 54 and 55: Table F Asset condition SPEED RESTR
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Page 58 and 59: Loading gauge This stipulates the m
Page 60 and 61: Electrification 38% of the rail net
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Page 66 and 67: een discussed with customers,funder
Page 68 and 69: SUMMARIES OF KEYLOCATIONS IDENTIFIE
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Page 76 and 77: Table A Enhancement expenditure (£
Page 78 and 79: Enhancement schemes Previous commit
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• the impact of these flows on se
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Proposed gauge enhancements W10 gau
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Table C Loading gauge classificatio
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Table G Freight volume, income and
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Table H Summary of freight specific
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In this section, we show in more de
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B How Railtrack could get traveller
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8.4 We have suggested to the Govern
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8.5 Thameslink 2000 The primary obj
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Further developments include: • s
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This section provides a summary of
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9.2 9.3 9.2 The Parliament and loca
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S t a t i o n s . We have committed
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Key de velopments The map identifie
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This section gives, for the first t
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10.3 10.3 Sustaining the network Si
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We will raise linespeed between Lon
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Table A Expenditure on maintenance,
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16 Great Eastern Main Line and bran
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Colour coding used on the Route Str
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Maintenance expenditure (£M - 1998
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A R West Coast Main Line upgrade sc
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These are the route improvements we
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These are the route improvements we
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Renewals expenditure to deliver the
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Progress on the 1998 NMS WILLESDEN
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Route characteristics DESCRIPTION T
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Our ECML upgrade scheme TAKING THIN
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Progress on the 1998 NMS SIGNALLING
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CAPABILITY CHANGES TO ACHIEVE ROUTE
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Progress on the 1998 NMS RELIABILIT
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6 Channel Tunnel routes SOUTHERN ZO
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6 178 Channel Tunnel routes continu
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7 Derby to Bristol and Didcot via B
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7 182 Derby to Bristol and Didcot v
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8 North Trans-Pennine: Liverpool to
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8 186 North Trans-Pennine: Liverpoo
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8 188 North Trans-Pennine: Liverpoo
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9 Birmingham and Coventry to Peterb
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9 192 Birmingham and Coventry to Pe
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10 Crewe to Newport via Shrewsbury
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10 Crewe to Newport via Shrewsbury
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11 Wolverhampton to Chester, Aberys
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11 Wolverhampton to Chester, Aberys
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12 Manchester and Crewe to North Wa
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12 Manchester and Crewe to North Wa
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13 Manchester to Sheffield and Nort
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13 Manchester to Sheffield and Nort
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14 Edinburgh to Glasgow, Glasgow an
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15 West Anglia Main Line and branch
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15 West Anglia Main Line and branch
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17 London, Tilbury and Southend EAS
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17 London, Tilbury and Southend con
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18 Chatham Main Line and North Kent
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18 Chatham Main Line and North Kent
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19 Brighton Main Line and South Lon
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20 South Coastal Route: Portsmouth
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20 South Coastal Route: Portsmouth
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21 London to Portsmouth and Weymout
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21 London to Portsmouth and Weymout
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22 Wessex routes GREAT WESTERN AND
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22 Wessex routes continued Renewals
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23 Clapham Junction to Reading and
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23 Clapham Junction to Reading and
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24 Isle of Wight: Ryde to Shanklin
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24 256 Isle of Wight: Ryde to Shank
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25 Chiltern Lines MIDLANDS ZONE Chi
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25 Chiltern lines continued These a
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26 North London Line EAST ANGLIA ZO
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26 North London Line continued Rene
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27 Cotswolds GREAT WESTERN ZONE Cen
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27 Cotswolds continued Renewals exp
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28 Cardiff Valleys GREAT WESTERN ZO
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28 Cardiff Valleys continued These
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29 West Wales GREAT WESTERN ZONE Wa
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29 West Wales continued Renewals ex
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30 West Midlands local routes MIDLA
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30 West Midlands local routes conti
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31 East Midlands local routes MIDLA
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31 East Midlands local routes conti
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32 Merseyside NORTH WEST ZONE FNW;
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32 Merseyside continued These are t
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33 Manchester to the coast NORTH WE
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33 Manchester to the coast continue
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34 Lancashire NORTH WEST ZONE FNW;
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34 Lancashire continued These are t
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35 Cumbria NORTH WEST ZONE FNW; DRS
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35 Cumbria continued Renewals expen
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36 Yorkshire LONDON NORTH EASTERN A
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36 Yorkshire continued These are th
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37 North East England LONDON NORTH
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37 North East England continued The
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38 South West Scotland SCOTLAND ZON
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38 South West Scotland continued Th
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39 Strathclyde SCOTLANDZONE GNER; S
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39 Strathclyde continued CAPABILITY
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39 Strathclyde continued Progress o
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42 Freight-only routes SOUTHERN ENG
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43 Freight-only routes MIDLANDS ZON
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44 Freight-only routes NORTHERN ENG
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45 Freight-only routes SCOTLAND ZON
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appendices 11 Appendices and glossa
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appendices 340 Appendix 1 Extracts
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appendices Appendix 4 Customer-reas
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abbreviations and glossary 344 A B
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abbreviations and glossary 346 H I
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abbreviations and glossary 348 S T
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1 9 9 9 N E T WORK M A N AG E M E N
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