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This section describes the impact of our proposals for the maintenance and renewal of the netwo rk , and fo r i m p r ovements in netwo rk perfo rmance and reliability. It presents output measures to assess the facilities av a i l a ble at stations and the condition of our assets,together with forecast rates of renewals. It also contains forecast improve m e n t s to netwo rk capability arising from the totality of our investment plans, both in renewal and deve l o p m e n t . 47
outputs 5.1 We are planning to deliver further improvements of 2.5% per year in delays per train movement for 2001/02–2005/06 5.1 Performance and reliability Since 1995/96, the year prior to flotation, we have reduced the total direct delays that we cause to o p e ra t o rs ’t rains by over 40%, despite an increase in train movements of around 10% over this p e ri o d . 48 At the start of 1998, we embarked on a new phase of our perfo rmance management including rigorous new continuous improvement processes. This approach focuses on an enhanced u n d e rstanding of the root causes of delay, d own to individual asset and component leve l , and the i d e n t i fication of the critical locations and ‘ g o l d e n a s s e t s ’where improved infra s t ructure reliability is p a rt i c u l a rly import a n t .Such analysis allow s p ri o ritisation of improvement projects to these locations and assets. O ver the past ye a r, this approach has been bolstered by our Process for Pe r fo rm a n c e I m p r ove m e n t ,creating accountability for delay s across the operational management of the c o m p a ny. Local managers are invo l ved in genera t i n g i n i t i a t i ves to reduce delay s , and hold ‘ bu d g e t s ’o f i m p r ovements for which they are held accountabl e. Local Area Delive ry Groups have been establ i s h e d as cross-functional teams with access to inve s t m e n t funds and to a current best-practice toolkit of t e c h n i q u e s .Across the company, m a n a g e rs seek to wo rk closely with all of our customers and s u p p l i e rs to ensure close co-operation on the selection and delive ry of initiative s . We have completed the second year of this p e r fo rmance budgeting process, and signifi c a n t enhancements are in place to both processes and the supporting info rmation systems. The success of this initiative in 1998/99 has c o n t ri buted to an expected ove rall improve m e n t of around 7% in the delay per train move m e n t a t t ri bu t a ble to factors within our control.This has b e n e fited both passenger services and freight, although the improvement for the latter was p a rt i c u l a rly marke d .The last year would have seen a larger improvement in perfo rmance had it not been one of the wo rst ye a rs for flooding in some p a rts of the country.This has occurred despite f a s t e r-than-expected growth in train kilometres although this growth also caused us to fall short of some of our track asset condition measures forecast over the past ye a r. More recently, we played our part in establishing the National Performance Task Force, which works on cross-industry initiatives with train operators to find joint solutions to some of the complex problems on the network. We have taken the lead on the transfer of industry best practice, on the identification of national delay ‘hot spots’,and in working with train operators to build enhanced recovery plans to mitigate the impact of major incidents. On 15 January, we published our new targets of a further 7.5% improvement in delays per train movement for 1999/2000 with a further 5% reduction planned for the following year (see Table A). We are planning to deliver furt h e r i m p r ovements of 2.5% per year in delays per tra i n m ovement for the ye a rs 2001/02–2005/06.W h i l e some of these improvements can be achieved from p u rsuing continuous improvement in our planning and operation of the netwo rk , these targets will also require a significant contri bution from our maintenance contra c t o rs .We have already set enhanced targets for perfo rmance improvement in the maintenance contracts recently let, and will be discussing similar improvements with bidders fo r c o n t racts being let over the next two ye a rs . With some parts of the netwo rk operating at close to full capacity, each additional tra i n m ovement can lead to a disproport i o n a t e ly larg e impact on delay s .The actual impact on ave ra g e d e l ays to trains will depend on the location and nature of this growth and our ability to put in place additional route capacity to enhance the robu s t n e s s of the netwo rk . Future growth in the level of train move m e n t s represents a significant influence on ove ra l l p e r fo rm a n c e, and we support the principle of enhanced train services both in terms of frequency and reliability. Building on our recognised success in performance improvement, we are committed to playing our part, working closely with industr y partners,in delivering a high-quality railway service for the future. The Franchising Director has requested that we look at the potential for an improvement of 5% per year in delays per train movement for the ye a rs 2001/02–2005/06. Our initial view is that we would be prepared to commit to agreed p e r fo rmance levels on a route-by-route basis, although this may well require additional funding, which we will discuss with the Franchising Director in the coming months.
Page 1 and 2: R A I LT R AC K 1 9 9 9 N E T WOR K
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
Page 36 and 37: 4.2 4.2 Expenditure summary The mai
Page 38 and 39: 4.4 4.4 Renewals policy We have wor
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 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
Page 56 and 57: 5.4 5.4 Network utilisation Capacit
Page 58 and 59: Loading gauge This stipulates the m
Page 60 and 61: Electrification 38% of the rail net
Page 62 and 63: This section sets out our ambitious
Page 64 and 65: H e a t h r ow Express commenced se
Page 66 and 67: een discussed with customers,funder
Page 68 and 69: SUMMARIES OF KEYLOCATIONS IDENTIFIE
Page 70 and 71: 6.6 6.6 Stations and depots Discuss
Page 72 and 73: Major stations Last year, we report
Page 74 and 75: 6.8 6.9 6.8 Timetabling With an inc
Page 76 and 77: Table A Enhancement expenditure (£
Page 78 and 79: Enhancement schemes Previous commit
Page 80 and 81: NAME ANDDESCRIPTION OF SCHEME Paddi
Page 82 and 83: NAME ANDDESCRIPTION OF SCHEME Victo
Page 84 and 85: This section describes our plans fo
Page 86 and 87: 7.3 Table A Review of customer requ
Page 88 and 89: • the impact of these flows on se
Page 90 and 91: Proposed gauge enhancements W10 gau
Page 92 and 93: Table C Loading gauge classificatio
Page 94 and 95: Table G Freight volume, income and
Page 96 and 97: 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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123
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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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