FUTURE OF RAIL
Punctuality matters: raising the bar for CP5
ORR chief executive Richard Price argues that the final determination for Network Rail is ‘stretching but achievable’. N
etwork Rail has been charged with delivering infrastructure maintenance
and improvements to stop regular disruption on busy main lines. The regulator has set its expectations high for the next five years; and this time there can be no excuses.
Speaking at the Future of Rail conference, ORR chief executive Richard Price told delegates that better outcomes would lead to greater freedom for the industry.
He said the ORR has identified “a number of areas where they can go further,” with the determination setting out how quickly it is reasonable to close the gap between Network Rail’s current performance and good practice.
The final determination for the control period 2014-2019 – a weighty and complex document of some 959 pages – includes increased monitoring of Network Rail’s performance, particularly on the worst routes, and new targets on long distance punctuality. The ORR has also called for 20% additional efficiencies over the course of CP5, with day-to-day costs reduced by £1.25bn.
Questions and answers
There have been “big challenges” around punctuality in CP4, with figures diminishing
44 | rail technology magazine Dec/Jan 14
this year down to a low of 84.4% PPM in period 9. Network Rail is currently on track to be saddled with a “substantial penalty” from the ORR for missed targets.
Although the ORR reduced the PPM targets for the first three years of CP5 in its final determination after representations from Network Rail, the final 2019 output remains at 92.5%.
“Punctuality matters enormously to
passengers”, Price said, and is the biggest single cause of dissatisfaction in the railway. Tackling this could drive further growth. But he said: “On a congested network, the answers are not straightforward by any means.”
Better asset management is one part of the answer; allowing Network Rail to predict and prevent major incidents before they become critical. A better understanding of rail assets will offer more sustainable and efficient outcomes, the final determination suggests.
There will be mandatory asset management targets in CP5 and the ORR itself is planning to intervene earlier, with more structured monitoring and support to stop a repeat of this year’s performance.
Repairs and upgrades to overhead lines can Safety and finance
The ORR’s dual role as safety and financial regulator is “complementary”, Price explained. “We are a better economic regulator because we’re a safety regulator and we’re a better safety regulator because we’re an economic regulator”.
He recognised that safety on the UK network is very high compared to the rest of Europe, but added that we cannot be complacent. Track worker safety was recognised as a key area for improvement, as well as continued work to make level crossings safer.
help to sustain performance improvements – a lesson learnt on the Anglian route, and being replicated on the WCML.
“Devolution is making a difference,” Price said, with better planning of possessions to get the most work done in the shortest possible time frames, and closer collaboration between Network Rail and the TOCs to support renewals.
A different type of regulation The ORR will be working differently in CP5,
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