THE MAGAZINE FOR THE DRAINAGE, WATER & WASTEWATER INDUSTRIES
MAIN FEATURE
into 5 Regions with 15 Routes. These were created to align the Regions to be closer to their Train Operating Companies and Freight Operating Companies. More information and graphics can be found on Network Rail’s website under Putting Passengers First. The Drainage management comes under each Region, where the renewals and maintenance volumes are determined.
Q.Howwithin this set-up is procurement for Drainage management organised – is it through a main contractor or through term/ period contracts with drainage specialists or those with specific drainagesubdivisions?
A. Network Rail (NR) advertises tenders either by OJEU or RISQS and suppliers apply to be part of these tenders. If they are the winning bidder then they will be awarded a fixed term contract. Each route has 2 options for purchase of drainage materials. Either a contractor who will purchase on their behalf or they can buy the materials through NR’s Materials & Logistics team (iStore portal).
Q. Is selection of contractors undertaken by Network Rail or by companies appointed to this task on
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Network Rail’s behalf?
A. Network Rail itself undertakes the activity to select contractors/suppliers and adheres to the requirements of the Utilities Contracts Regulations 2016 when doing so. Suppliers can apply to be included on tender lists either by responding to notices published on the UK Government ‘Find a Tender Service’ site or by registering with the Rail Industry Supplier Qualification Scheme (RISQS). Network Rail also publishes a pipeline of future opportunities on its website.
Q.What are the main problem areas in regards to drainage of the network/ tracks and areas alongside/beneath the track network? A. There are a few challenges when delivering drainage works near or under the railway. The access to undertake the work often requires possession where no trains will be operating. Network Rail understands the impact this has on the travelling public so these possessions are only taken when other methods have been ruled out. Work underneath a live railway holds risk so proven and risk mitigated construction approaches are key. New and novel construction methods require intensive safety validation to ensure that no hazards or
threats are posed to the railway infrastructure. Network Rail is open to challenge on their standards and ways of working, however the changes to those often take time as the controls, competencies and interdependencies need to be assured too. The other challenge is that drainage assets are mainly buried, therefore the inspection and maintenance of these asset groups is intrusive to the track support system (ballast, formation and sub-formation). While we encourage low maintenance solutions in the designs, over time, with the build-up of debris and silts, maintenance becomes inevitable. Finally, changes in adjacent land use often impact on the flow of water towards the railway. These changes can create unexpected changes to the amount, flow or speed of water moving onto the railway. So often, our inspection teams are also looking for inflow changes and the effect of those changes to the drainage system.
Q.Whois responsible for under-track drainageinfrastructuresuch as culverts passing local streams etc. beneath the network - is it the adjacent land-owners or Network Rail or a bit of both?
A. The asset management of culverts (450mm March 2021 | 5
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