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E:278 The identified service types and examples have been considered in terms of attributes

impacting central or devolved provision. This starts from the perspective of the current arrangements and is shown in the table below. This appears to show a quite strongly ‘central’ leaning reflecting, in particular, Network Rail’s development of National Delivery Services with more centralised planning and procurement over the last few years. The following table is based on a single workshop and should not be assumed to be definitive or comprehensive, nor to advocate a particular approach.

Service Type

Example Services Current Arrangement Impacting Attributes

Regular Support to Maintenance Function and to Renewals / Enhancements

Note: There are potentially different (conflicting) planning / response demands (currently managed by NDS) for the different clients for these Inspection vehicles New Measurement Train, track recording coach, gauging train, ultrasonic units, video inspection trains, saloon inspection vehicles

Involves collecting, storing and translating data and providing processed information (what to collect and how often is specified by NR standards) to NR

Engineering as (single) client. NR Asset Information do data processing and provide on- board technicians to operate equipment (ultrasonic output processing outsourced to Sperry).

NR NDS plan and arrange crewing of the trains centrally using NROL system. Train

Central coordination and provision enables network timetabling (runs to equivalent of working timetable, bidding for paths, etc), crew rostering

(ensuring appropriate route knowledge), weather factors, possession avoidance, etc. Stated that standards cannot be met efficiently without this service This inspection stated as a core integral function for which outsourcing is

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Example Services Current Arrangement Impacting Attributes

services (local Maintenance Functions and ‘central’ Renewals / Enhancements)

drivers and train maintenance outsourced.

considered a major risk by Network Rail (previously contracted but no investment in equipment. See also E3.5 which notes how other rail organisations are successfully outsourcing inspection and E2.4.2 which notes that contractors are reluctant to invest in new equipment where the risk of under utilisation and a typical 7-10 year return on investment is not

underpinned by contract duration.

Consider technological development (leadership, funding, collaboration, etc) and how best coordinated across industry.

Data capture and storage management needs to be consistent to enable comparison.

Data is critical to forward planning of renewals, tamping programme, etc. Geography (volumes of inspection) drives cost but planning nationally optimises this. Works

delivery vehicles

Plain line and S&C tampers, stoneblowers, regulators, etc

Local engineering discretion (quality/output/target driven rather than standards driven). Policy is not consistently implemented currently. Whilst allocated

geographically, NR NDS plan and route all provision centrally using NROL system (accessible to NR and

customers in a single system). Customers are NR

maintenance, renewals and enhancements who book a service (could be any contractor’s equipment). NR NDS centrally procure tamper services.

Provision of more expensive and complex (multi-purpose) vehicles supports policy of S&C geometry retention for longer life (less renewal) and extended track quality and life for secondary routes.

Potential to rebalance track form provision (life v fettle/renew) – higher first cost for quality, lower whole life cost.

Risk of reduced utilisation of assets due to limited possession time. Potential for operation in traffic. Tampers are not designed for numerous long range transits so broadly they are best based and planned to operate in a (flexible) geographic area. It should be possible to allocate tampers and stoneblowers to particular areas matching annually reviewed

maintenance workload plans (organising this around more ‘fixed’ renewals / enhancement support

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Example Services Current Arrangement Impacting Attributes

needs).

Central coordination

enables network timetabling, possession avoidance, etc. Support costs can be significant as include track access charges, possession management staff, transit to site, etc

Potential for local provision (would need good forward planning to understand workload).

Rail grinders Standards drive this from prescribed tonnage and curve radius.

Much is reactive (remedial) rather than proactive maintenance – fleet sized for latter but cannot beat bow wave.

NR NDS plan and route all provision centrally using NROL system (accessible to NR and customers in a single system). Customer is NR maintenance.

Requirement driven by policy. Potential to trade off against track-friendly trains – stiffer suspension extends train maintenance but impacts on track. Similarly can harden rail – German example (more train damage).

Significant operational / engineering interface for optimal whole life cost solution

No clear cut central v local choice. Might be appropriate to devolve control of smaller S&C grinders using local cooperation with TOCs to enable more flexible possession / access to S&C and small plain line sections where this might avoid rail replacement or TSRs. Rail engineering fleet (for provision of materials) Open wagons, tipping wagons, tilting wagons for S&C delivery, auto-ballaster wagons, long welded rail trains, locomotives

The Autoballaster wagon fleet is managed by NR NDS, generally supporting a programme at a site on demand.

NR NDS plan and route all provision centrally using NROL system (accessible to NR and customers in a single system).

There is a ‘holding cost’ for storage of any central fleet for devolved use on application.

Preservation or dedication of train crew / haulage provision is a potential limiting factor and potentially more difficult if devolved. There needs to be good interaction and cooperation with operators, etc. – including delegated authority to amend train running and engineering work times/lines. Overall fleet usage integrates with bigger picture train and engineering possession planning arrangements. There are examples of cooperative behaviours with GW and East Midlands enhancement works.

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Example Services Current Arrangement Impacting Attributes

Local control or coordination can ensure wagons best suited for the job, local engineering processes and infrastructure (OLE, etc) are provided and therefore understood, used correctly and looked after, but need to consider resource availability. General purpose road rail support vehicles Range of rail- wheeled yellow plant able to access from lineside and travel to worksite by rail.

Tend to be allocated / driven by works activity and campaigns and adapt to working methods.

Stated there are deployment and planning shortfalls with devolved provision.

Currently backbone of works driven by track access. Cost is impacted by whole system consideration of engineering works management in future. Materials distribution logistics Sourcing and delivering ballast, sleepers, rail and other equipment to site (and removal of spoil, recyclables, etc)

The provision of materials via NR NDS is a combination of central procurement and provision – obtaining best cost on the ground (end to end supply including the transit).

Devolved local decision making and planning may affect logistics value and likely to require greater maturity.

Optimal re-use of materials would probably benefit from national coordination to ensure all opportunities are identified and considered. Trade off decisions on affordability of buying new or recycled for a particular job is best led locally. Materials

storage

Distribution centres, stockpiles

Progressively rationalised and currently coordinated by NR NDS.

National logistics contracts in place and local stockpiles favoured for critical items over just in time delivery.

Stakeholders have stated poor material control on site, exacerbated by strategy of free issue to contractors (reducing incentive to minimise materials ordered and to ensure unused materials are returned). The latter can become a virtual maintenance subsidy as materials are recovered by local teams. The level of material inventory held by the industry as a whole is not known and may

contribute to high unit costs. There is also a perception that there is a security of supply issue, particularly from non-EU suppliers, resulting in some firms and prime-contractors stock- piling inventory (in some cases up to one year’s supply) adding to cost. It is also not clear if the amount of materials used for each job is monitored. In some instances, contractors can also be unaware of what materials will be supplied for renewal activities resulting in job-site uncertainty and delays. E212 (E2.4.2) Network Rail stated that free

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Example Services Current Arrangement Impacting Attributes

issue to contractors allows material provision at lowest cost, taking into account of economies of scales throughout the UK. Network Rail stated they were unaware of any security of supply issue and believes the amount of material used for each job is quantified and monitored. Network Rail also stated that contractors should be aware of what materials will be supplied for renewal activities, therefore there should not be uncertainty and delays. Engineering access delivery Possession management and staffing on site

Engineering access planning central with NR NDS – resource team can see whole provision.

Common national planning packs and presentation supporting a standard approach locally delivered.

Local representation at planning meetings to find best methodology is encouraged.

Previous regional access planning with local needs ‘blocked’ wider provision for greater good and no national overview. Less-frequent Engineering Support Specialist rail engineering fleet (high output) Track renewal trains, ballast cleaners

NR NROL system now coordinates all planning provision – accessible to NR and customers (single system).

Campaign planning is used for optimum utilisation.

This is effectively a specialist central unit pre- planning to support local needs.

The assets have a high investment cost. Specialist rail engineering fleet Wiring trains, MPVs, rail mounted cranes, snow ploughs, PLUMS/PEMS panel layers (specialist plant for S&C renewals), scissor lifts, single line gantries, drain train

NR NROL system now coordinates all planning provision – accessible to NR and customers (single system).

Some campaign use to support enhancements. These vehicles are generally responsive to incidents and environmental conditions. Driver provision is difficult in the Autumn ‘peak’ even as a central provision – TOCs provide limited assistance with crewing and pathing.

Devolved MPV / ploughing provision (perhaps to TOCs) may incentive more

optimum provision of weed killing, de-icing, etc.

Rare / Specialist Support Provision of high value / critical equipment Strategic spares Technical / Incident investigation Investigating allegations of equipment wrong side failure, accidents or near miss root cause analysis

On demand activity Need for retained skills and equipment. Information Support Interface to operational data Central train running / performance / tracking

Need to understand ‘real’ performance and asset- impacting events.

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Example Services Current Arrangement Impacting Attributes

systems Evaluation / analysis of asset information Deterioration modelling, defect trends, unit cost, etc

Need to consider specific information types -

functional (configuration and limits), condition, financial, environment (operating context), legal (compliance), commercial – and potentially changing requirements through the asset lifecycle (see also E5)

Buying Coordination of national services contracts and procurement

See this table for overview of current arrangements for provision Facilities Stabling and

marshalling facilities for engineering trains Storage, light maintenance, fuelling, loading, unloading, etc

NR NDS have reviewed and mapped vehicle stabling facilities, refurbished some and closed others. Test facilities Test track, ERTMS test bed, environmental testing, reliability growth, etc.