COLLABORATIVE WORKING
Key CP5 upgrades affecting Greater Anglia
• Crossrail will transform commuter services between Shenfi eld and London Liverpool Street.
• Rebuilding of Bow Junction will boost capacity at Liverpool Street.
• The completion of the upgrading of overhead power lines on the GEML between Liverpool Street, Chelmsford and Southend.
• Replacement of ageing tracks around Colchester and platform 6 extension. Phase two of track and points renewal starts in 2015.
• Rebuilding of Ely Junction North to relieve congestion between Norwich and Cambridge on the West Anglia Line.
• A new rail operating centre will open in Romford, controlling the entire railway in the Anglia region.
• More upgrades to the cross-country route from Felixstowe to the West Midlands providing more space for freight, relieving the congested GEML.
meet that initial target, we’ll keep on assessing and pushing from there. From a passenger’s point of view, it’s about consistency and about a good service day-in, day-out. The percentage itself won’t matter to them – but if you are achieving those kinds of levels and above, then what passengers are experiencing on the ground will generally be pretty consistent.”
Abellio Greater Anglia operates 1,900 train services per day, services 167 stations and carries two million passengers a week.
The TOC promised to work with Network Rail to cut the number of speed restrictions and work over-runs on its routes – ambitions that all operators share.
Denby said: “It’s about prioritisation and fl exibility in terms of trying to manage extra possessions and doing small pieces of extra work where there’s a clear outcome and benefi t.”
He gave the example of the Brantham landslip in February, which disrupted services between Manningtree and Ipswich. Because an existing programme of improvements was already planned for Sunday 23 February on the main
line between Chelmsford and Manningtree, the alternative services implemented by the TOC were extended to Ipswich to allow Network Rail engineers to undertake the repair work at Brantham effi ciently.
Denby said: “We agreed to an additional block on the Sunday that gave them enough access to get in and shore up the embankment, and therefore both get performance back to normal higher levels, and prevent the far more damaging disruption that could have happened if the embankment had slipped further.
“It’s about a co-ordinated approach, fi nding a way of doing things that minimises disruption and impact on passengers, and gets you the outcome in terms of better performance.
“Equally, with engineering over-runs, it’s
about closer working during blocks, earlier co-ordination, good monitoring of how planning is progressing, keeping an eye on the early warning signs when plans can still be changed, making alterations to the work – everything we can do to help and support Network Rail to give them a better chance of getting the work completed on time. It’s about an active, collaborative, co-operative approach.”
Aligned incentives This makes it sound as if Network
of competing interests that necessitates compromise?
“There will still be occasions when things go wrong of course, but by trying to be constructive and proactive, you can make a difference and start to prevent things happening and mitigate the impact of other disruptive events.
“There is much greater alignment of incentives and interests now, and the alliancing is defi nitely making a positive difference. But everyone would always say there’s more to do. It’s always more diffi cult on the complex networks with mixed traffi c – short- distance, metro, medium-distance, inter- city, and freight – those present bigger challengers when trying to maximise punctuality. But you only have to look at where progress has been made.
Rail
and the TOC are best buddies, strolling arm-in-arm into the sunset – but isn’t the planning of possessions always a battle
“Alliancing has clearly made a difference in East Anglia.”
Jonathan Denby
TELL US WHAT YOU THINK
opinion@railtechnologymagazine.com
rail technology magazine Apr/May 14 | 29
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