South Western Railway Independent performance review

South Western Railway (SWR) and Network Rail (NR) should work together to overhaul and improve performance management planning, reporting, analysis and forecasting.

Network Rail has recruited two additional Information Area Managers that will cover the morning and evenings periods to increase intelligence reporting and the gathering of information for better real-time analysis.

There is also a dedicated ‘Unexplained Delay’ Performance Improvement Coordinator in place.

New business as usual reporting and auditing methods have been agreed and introduced, as well as the creation of a new training programme.

There will be a further review of how Network Rail is performing against this recommendation in Autumn 2020.

Network Rail has reviewed the effectiveness of its visualisation processes and, realising that its widespread employment had introduced a significant management overhead without proportionate benefit, has reduced the number of sessions and resources required to run the process whilst, at the same time, improving the engagement (particularly at the senior levels) and the value that the remaining elements deliver.

Joint Executive-level visualisation management of train performance commenced in January 2019 through the JPIC and offers collaborative working between SWR and Network Rail Directors. It’s a time-bound meeting requiring Directors from each organisation to provide informative updates on current performance and to identify and resolve performance issues on the network. 

SWR has introduced the visualisation process for the introduction of the new Class 701 trains and for the management of Traincrew related performance challenges. Next year, the process will be introduced for Fleet and Customer Experience teams.

In the medium term, DfT should consider re-baselining the franchise performance regime to allow some relief from the deterioration seen between franchise bid submission and franchise start date. 

The recommendation remains open.

DfT should also consider how it could instigate steps to create a better alignment of performance incentives between SWR and NR for Control Period 6.

The recommendation remains open.

SWR and NR should review the operation of the existing alliancing arrangements with a view to either reinforcing them or easing them as best suits both parties.

Network Rail and South Western Railway continue to work collaboratively to address performance issues in the short, medium, and longer term. The existing arrangements remain under review to ensure they represent the most effective approach.

✓ The recommendation has been completed and is now closed.

Recommendations 10 and 11 have been combined into a single project as both of them focus on reducing dwell times at stations on the route. 
  
Following a detailed assessment of this recommendation, given the multiple types of fleet running on the route until the new fleet is introduced later in 2020, SWR will maintain the number and current locations of CCTV monitors. Guards will ride in a ‘standardised’ position, for the morning and evening peaks only. Outside these hours, Guards will revert to ‘best position’ for their service.

SWR is deploying additional dispatchers at the following stations: Clapham Junction, Vauxhall, Wimbledon, Earlsfield, Raynes Park, Putney, Barnes, Wandsworth Town and Queenstown Road. SWR is also investing in the roll-out of radio microphones to all target stations.

This recommendation is currently being worked on however some elements have been delayed due to Covid-19, but we expect it to be completed by the end of 2020.

SWR should consider amending the professional driving policy such that drivers understand the need to draw up sufficiently when approaching key signals in the throat outside Waterloo station when they are displaying red aspects to reduce the likelihood of longer trains not clearing prior track circuits.

SWR is investigating several solutions to this recommendation, including working proactively with drivers to ensure a consistent driving style, and with signallers to communicate where drivers can safely stop before the signal gantry at Waterloo station.  

There will be a further review of progress on this recommendation in Autumn 2020.

SWR to consider reinstating the shunter capability at Staines sidings on both day shifts, and some stock should be planned to be berthed there between the peaks to leave some siding space free in Clapham Yard for use in perturbation.

SWR has achieved this recommendation by diverting berthed trains via Farnham to Staines instead of Clapham Junction. 

SWR assessed that the yard at Clapham Junction lacked the required capacity to berth trains during the day, especially during disruption when capacity is required to enable quicker recovery. Diverting berthed trains via Farnham also negated the issue of having to continually maintain drivers’ knowledge on the Windsor line. 

✓ This became effective from the beginning of December 2019 and the recommendation is now closed. 

SWR should undertake a systematic root and branch review of Route & Traction Variation with the aim of reducing the complexity that arises from the principle of ‘Variation with Diagram’ and move towards adopting ‘Variation by Roster’. 

SWR continues to seek an appropriate solution for this recommendation that offers the necessary improvements to services and passengers. 

Whilst only partially accepted, work is continuing to improve route and track knowledge, and coverage, by train crews (Driver and Guards) in order to minimise delays for passengers during disruption. Moreover, this also includes the ability to move trains into sidings and depots during disruption. 

✓ This recommendation is now closed but work continues through JPIC Network Resilience to minimise disruption for passengers.

Noting the introduction of new Class 701 rolling stock on suburban routes, SWR should seek to achieve the maximum extent of Driver Controlled Operation²  possible on its routes.

The arrival of the Class 701 trains will bring much needed modernisation to SWR’s suburban routes. 

DCO is expected to bring vital performance, safety and customer service improvements for customers. Potentially, over 10 million more customer journeys a year arriving on time through this method of operation.

This recommendation remains open, SWR has reached an agreement with ASLEF on this issue, and remains in discussion with the RMT.

A high priority recommendation is for NR to seek derogation or other technical solution to resolve the sub-standard overlap problems affecting trains travelling into and out of Platforms 20 to 24 at London Waterloo

Sir Michael Holden is pleased that Network Rail has begun tackling this issue; the design phase is now complete, and work is likely to begin in early 2020.  

This recommendation remains open. 

In the short-term, SWR and NR should carry out a joint operability review ahead of Class 701 operation to identify any infrastructure changes that would be beneficial to performance before their introduction. This would also assist with improving the operability of the existing 10-car railway

Two joint SWR – Network Rail workshops were conducted ahead of the Class 701 trains entering service to determine any infrastructure changes that would be beneficial to its performance. 

Several key actions were identified and allocated to the joint SWR and Network Rail Steering Group meeting that governs the Class 701 introduction, the associated timetable change and the Feltham Depot project. The Steering Group, including executive members from both Network Rail and SWR, meet every four weeks and are responsible for ensuring the safe and timely introduction of the new trains for passenger service and removal of the old trains from the network.

In addition – as noted in the response to Recommendation 8 (above) – since completing this recommendation, SWR has also introduced a ‘visualisation’ process, with weekly meetings attend by senior management from each organisation. 

A top priority medium term action is for NR to carry out a feasibility study into increasing the Permanent Speed Restriction on the Main Suburban lines into and out of the station, and into and out of Platforms 20 to 24, from 15mph to 20mph

Network Rail has looked to increase the Permanent Speed Restrictions on suburban lines at London Waterloo station by ordering a new, harder wearing switch rail. 

Improvements to the switch rail will reduce the risk of one of the most common infrastructure failures at Waterloo. A trial of this new material is taking place at Eastleigh and will be monitored over the coming months.

✓ Sir Michael is satisfied that this can now be managed through normal BAU maintenance and the recommendation can be closed.

Considering the provision of closing up signals both the Up and Down Main Slow line platforms at Wimbledon, Earlsfield, Clapham Junction and Vauxhall;

Sir Michael has agreed that this recommendation can be closed following exhaustive feasibility studies which showed the work to be extremely complex meaning the consequential business case could not be justified. 

Including the movement of the crossover at Kingston to permit extension of its bay platform to 10 cars in the core scope of the Feltham Area Resignalling project making a longer term significant operability improvement;

The South West Main Line is one of the busiest and most congested routes in the country and faces capacity constraints from rail services going into and out of Waterloo station. 

Latest update: A number of industry requirement workshops have been completed, further solutions have been identified and we are working with the Department for Transport to determine the viability for these schemes.

This recommendation remains open with a further review of the requirement in Autumn 2020.

Considering motorising and remotely controlling the ground frame controlled trailing crossover between Raynes Park and Motspur Park and creating a signalled route to turnback from the Up Branch platform at Raynes Park; 

Network Rail will fund several minor enhancements to core renewal projects that provide similar benefits ahead of full resignalling in Control Period 7 (2024-2029). 

✓ This recommendation has been achieved and is now closed.

Consider developing a package of infrastructure enhancement schemes designed primarily to improve the core resilience of the existing timetable structure

Sir Michael Holden recognises this is an ongoing, long-term recommendation which includes enhancements at Twickenham, Bracknell and Virginia Water as part of the Feltham signalling project.

Network Rail and SWR continue to identity minor enhancements as part of business as usual processes in Network Rail Projects and through JPIC.  

As short-term top priority, Network Rail should set itself a challenging target to remove all the existing long standing Emergency Speed Restrictions and unplanned Temp Speed Restrictions and create much tighter ‘remediate and remove’ targets for all those which are imposed when required.  

Sir Michael’s recommendation was achieved following improvements by Network Rail in its track maintenance processes, however, he recognises that it’s an ongoing process. A focus on reducing restrictions through prevention - as well as quicker response times by its defect removal team - has been key. 

Network Rail also proactively developed contingency plans to ensure foundations beneath the tracks remain in solid during the summer months at specific sites. Sir Michael has encouraged Network Rail to develop more long-term plans. 

On a weekly basis, the Wessex Route reviews the status, and assesses the likelihood, of future speed restrictions on the network, as well as their prevention and removal, through its ‘speed [restriction] dashboard’. The priority is to minimise the impact upon passengers. 

Since 2018, Network Rail has reduced the number of speed restrictions by 35% on the Wessex route.

This recommendation has been closed following the establishment of robust working practices to monitor, review and reduce speed restrictions, but the work to remove speed restrictions remains a priority.

In the longer-term Network Rail, South Western Railway and Department for Transport should cooperate so as to produce longer no-trains periods (5 nights per week) in the suburban area to facilitate much improved infrastructure maintenance access. This involves adjustment being made to the Train Service Specification

Sir Michael Holden has commended the speed and the approach to this recommendation that SWR, Network Rail and the Department for Transport have taken. An 8-week consultation on the proposed changes concluded in December 2019 and the response is now being considered by the Department. The confirmed plan will be known in February 2020. 

Latest update: Following an 8- week consultation in December 2019, the recommended changes are expected to be implemented in December 2020.

This recommendation remains open.

Network Rail should expedite implementation of phase 2 of the electrified third rail safer isolations programme in the suburban area and introduce cyclical maintenance practices to optimise the efficiency of access and work activities

Network Rail should also seek to provide sufficient incremental financial resource for maintenance and renewals during Control Performance 6 to at least arrest the decline in asset age profiles

The Wessex Route received an additional settlement to improve the frequency and sustainability of network maintenance.

This settlement, worth around £57m (in terms of Operational Expenditure), was delivered in  two phases and was completed in December 2019. It has delivered more investment in resources (e.g. Maintenance staff and engineers) than was previously possible during for Control Period 6 (2019-2024). 

This recommendation is now closed, however, Sir Michael states more work is needed during Control Period 6 to secure appropriate funding in Control Period 7

A short-term high priority recommendation is for SWR and NR to fully review the Disruption Contingency Plans to reflect current operational circumstances. This requirement had already been recognised by SWR after commencement of the franchise with a joint SWR and NR review of contingency plans now well progressed.

This recommendation was recognised by SWR after commencement of the franchise with a joint SWR and Network Rail review of contingency plans which has now concluded.

Contingency plans have been made available through web technology, meaning multiple people in differing locations can access this key information quickly.

SWR rolled out new software to assist Information Control Officers’ decision-making - further releases are expected in Jan 2020. In addition, disruption management procedures are also being reviewed.

✓ This recommendation has been achieved and is now closed.

A high priority medium term action is that SWR and NR should develop a package of measures for the control and resourcing organisation which will include, but is not limited to: 

The creation of service management pods containing Train Service Management, train crew and rolling stock resource management, customer service control and information capability;

This is an ongoing recommendation which will be implemented over two phases by Autumn 2020. The reorganisation of desks has begun within the first phase, whilst the second phase will see ‘pod’ working fully operational. 

Implementation of a senior on-shift SWR manager within the Control organisation to effectively represent SWR’s interests in decision making;

SWR has recruited a new Duty Control Manager (DCM) at the joint SWR/Network Rail operations centre in Basingstoke as part of phase one to fulfil this recommendation. Phase 2 will see the completion of all recruitment to enable 24/7 operations at the centre.  

Improved training and competence assessment for SWR controllers;

SWR has reviewed induction training with improvements to be implemented as part of continuous improvement. A second review phase will see further improvements.

Review the arrangement of desks within the Route Operating Centre (ROC) to maximise the opportunity for “controller's ear” to work effectively;

This is an ongoing recommendation which will be implemented over two phases.

Phase 1 was completed at the beginning of December 2019. A further phase 1b, following a review of Phase 1, was completed in June 2020.

The second phase will see the implementation of the ideal layout for optimised communication.

Introducing improved decision support tools as set out in the Committed Obligation;

SWR and Network Rail have introduced several of Sir Michael’s recommendations to improve and support decision-making in the Control Centre. This has included the roll out of new Control software in July 2019, progressing with user testing and the installation of GPS tracking.

To accompany the December 2019 timetable, SWR introduced a Decision Support Tool providing service recovery plans on a train-by-train basis. In addition, contingency plans have been overhauled and daily visualisation and lesson learnt processes have also been introduced to improve performance.

Latest update: a visualisation process is in place monitoring train service management on a daily basis. Standard Operating Procedures have been digitised with web access for all controllers, including realtime step-by-step guides.

Better alignment between the revised control structure and resources/resource control.