Wales and Borders Rail Autumn 2019 Preparation Report

1. Introduction
2. Autumn 2018; Independent investigation reports and recommendations
3. Service Delivery Changes for 2019
4. Preparation and activity for the 2019 Autumn season

1.1 This report summarises the preparedness plans of Autumn 2019 and progress against the recommendations from the independent investigation reports following the disruption experienced by passengers last Autumn. Joint preparations for Autumn 2019 (1st October to 13th December) follow established industry processes, national recommendations and incorporate local learning outputs - with an over-arching focus on delivering a plan that puts passengers first.

1.2 Autumn has historically been a challenging period for the rail industry due to the difficult weather conditions and every effort is focused to minimise the impact on customers from short formations and disruption. Our teams across the Wales rail industry are ready to work around the clock, during difficult conditions to provide the best possible service, and the decisions we have made are with the customer at the heart of everything.

1.3 This is a detailed response to the Wales Economy, Infrastructure and Skills committee (EIS) recommendation within the Autumn Rail Disruption report issued March 2019: 

Recommendation 1. TfW should publish the findings of its final full investigation report into the causes of the rail disruption as soon as possible, along with an action plan setting out how it is responding to the findings and full details of its preparedness plans for Autumn 2019.

2.1 Severe disruption on the network had a significant impact on passengers during late Autumn 2018 (1st October - 13th December). Poor adhesion levels led to wheelset damage on a high proportion of trains, which overwhelmed the resources for wheelset renewal or reprofiling and contributed to the cancellation of many services. There have been two independent reports to investigate the Autumn 2018 disruption, with the purpose to provide clear recommendations and therefore assurance to the approach and preparation prior to this year's Autumn. These reports were conducted by SNC Lavalin and Metropolitan Railway Consultants Ltd, both highly regarded as experts in mitigating the impact of adhesion during Autumn. These recommendations have been tracked through the Joint Adhesion Investigation Taskforce, where both reporters attend. Network Rail (NR) and Transport for Wales (TfW) also implement National recommendations within their joint plan, giving three levels of independent assurance to ensure preparations are as robust as possible. Here is a summary of both independent reports appointed by NR and TfW respectively:

2.1.1 Review of Adhesion management (SNC Lavalin): NR appointed SNC-Lavalin Rail & Transit Ltd (SNC-Lavalin) to lead a programme of work to analyse previous performance, review the plans for 2019 and make recommendations for additional plans and to achieve best practice going forward.

2.1.2 Independent Autumn Investigation: TfW appointed Metropolitan Railway Consultants Ltd (MRCL), a specialist in wheel-rail interface to work with the TFW Rail Services engineering team and the NR Seasonal Delivery team. The objective of the investigation was to identify the root cause and recommend short- and long-term measures to minimise the risk of wheel flats being developed

2.2 Both reports did not highlight any significant gaps in the Autumn plan for 2019 but did provide key recommendations over and above pre-existing committed obligations such as the Wheel Slip Protection (WSP) fitment programme. Three key recommendations and progress are summarised below from both reports. Please note the latest progress report against all 20 recommendations from the Independent Autumn Investigation is attached separately to this document.

3.1 Significant changes to TfW services since Autumn 2018 include the successful introduction of a new service; the 1 train per hour Chester <> Liverpool from May 2019 and capacity increases for the Rhymney line. This has resulted in an increase to the number of units required to operate the current timetable, from 105 to 111 units. To incorporate this increase, TfW have introduced two class 37 loco-hauled comprising of 4 carriages each, and five class 153 units. In addition to this, there are currently on average 9 units out of service each day due to various committed programmes such as Persons with Reduced Mobility (PRM) and Wheel Slip Protection (WSP) modification.

The joint Autumn preparation by NR and TfW gives confidence that lessons have been learned from last year's disruptive Autumn for passengers across Wales and Borders. The resource and investment from the industry to improve the service for passengers against previous year is evident from the delivery of key commitments and recommendations. Below is a summary of the key and improved preparation compared to last year by each component:

4.1. Wheel Slip Protection (WSP) programme

4.1.1 Rolling stock units with effective WSP do not suffer a significant number of flats. Fitment of WSP to the 36 class 150 fleet should reduce the number of wheel flats for these units in 2019. In the worst 3 weeks of 2018, Class 150s comprised 45% of the units stopped for flats. Class 158 and 175 units already have WSP fitted, therefore it is estimated that 87 out of 136 units will have WSP fitted and the additional rolling stock introduced following Autumn will already have this fitted too (such as the class 170). This is an uplift of 24% additional units with WSP fitted compared to last year.

4.1.2 The WSP fitment program has been delayed by two weeks later than planned for the Class 150s due to design issues identified with jacking points, however this has been worked through and resolved by the engineering team. The knock-on impact of this initial delay had meant that all Class 150s would be WSP fitted by early November rather than end of October, however TfW are continuing to explore options to accelerate the program to complete all units by the original date. In addition to the fitment of WSP, a new sanding system is also been fitted, giving automatic sanding in all brake steps when the WSP system detects a slide, in addition to a manual sanding button (which is reliant on driver input).

4.2 Rail Head Treatment Train (RHTT) programme

4.2.1 NR's primary direct mitigation of low adhesion is the operation of Rail Head Treatment Trains (RHTTs). These carry high-pressure water jetting equipment for cleaning the railhead and are also capable of laying adhesion enhancing compounds such as adhesion modifier to the tracks. The miles treated in 2018 were more than twice those treated in 2016, and the delivery for 2019 is planned to build on this to be even more effective, where four circuits are secured (2 in the South and 2 in the North and Borders).

4.2.2 The approach will be to water jet all locations in addition to applying adhesion modifier at key strategic risk locations. The adhesion modifier will be deployed on several routes, aligned to intelligence gained from MetDesk adhesion index and leaf fall forecasts to enhance effectiveness. Joint Autumn Control will have the ability to operationally redact or amend the use of adhesion modifier if needed on a day to day basis. The jointly agreed approach has been to treat the railhead by water-jetting only in the past two years. This has enabled identification of locations that would potentially benefit from additional treatment, and so the inclusion of strategically deploying adhesion modifier is seen as an enhancement to mitigate low adhesion this Autumn. These trains will be operational between 1st October and 6th December, with phased shifts in first and last week.

4.3 Wheel Lathes

4.3.1 The main wheel lathe is based at Canton Depot, where it has been fully overhauled (for the first time in 35 years) and serviced at a cost of £120k. This will improve lathe reliability and availability, reducing the amount of time units need to be stopped from traffic. A daily plan will be regularly reviewed and managed to reprioritise units to minimise the impact on the customer through short formations and cancellations.

4.3.2 TfW have programmed in training for 3 other members of depot staff to be competent in using the wheel lathe in Canton (taking the business total to 9), to provide further resilience in the case of unplanned staff absence.

4.3.3 TfW also has access to third party wheel lathes at Crewe ETD and Longsight in Manchester that can be used in provision. Central Rivers and Tyseley Depots are also being explored as additional options.

4.4 Vegetation Management

4.4.1 Vegetation management is another key activity prior to Autumn to support the safe and punctual running of trains on the network.

4.4.2 Over the last 5 years NR resource into vegetation management has more than doubled, and as a result, the amount of vegetation removed has similarly increased. While it is important to remove volumes of vegetation, it is also important that these clearances are targeted to the most appropriate areas.

4.4.3 In terms of volume delivered, NR delivered just over 3.5m sqm of vegetation last year which was 30% more than the previous year and 100% more than 2 years previous. This year NR is on target to deliver even more and will deliver in excess of 3.7m sqm which is targeted at key areas and cover areas also reported as important by TFW drivers. On the Core Valley Lines (CVL) NR is working in accordance with the ecology licence secured by TFW which enables us to work with ecologist support and being less intrusive when we cut back. This helps to protect the local wildlife which include dormice and bats. This way of working still allows us to manage the vegetation but will result in more frequent interventions.

4.4.4 In 2017, two 'Vegetation Management Joint Working Groups' were established, one for each delivery unit (North and Borders and South). These monthly meetings give the Passengers and Freight Operating Companies the opportunity to highlight areas they consider to be problematic for driving during the season, which are then incorporated into the vegetation management plan. Inspector and driver reports are also discussed, with action plans constructed from the intelligence these provide.

4.4.5 The Route has re-distributed funding to provide greater focus on managing lineside vegetation in relation to the wider safety risk to trains and passengers and has secured significantly more funding to address this ongoing challenge. A risk- based approach is used to identify and prioritise vegetation work and additional surveys are being commissioned to further improve the quality of the information used to identify and manage the risk.

4.5 Traction Gel Applicators (TGAs)

4.5.1 Traction Gel Applicators (TGAs) mitigate against the localised effects of low adhesion during autumn and are located on the approach/departure at stations to assist with the trains braking to a stop and applying power to pull away. In addition, a small selection of units are situated on inclines to assist freight services. These machines are solar-powered and are installed line side.

4.5.2 NR has 65 TGAs across Wales & Borders, 23 managed by the South Delivery Unit and 42 managed by the North and Borders Delivery Unit. In Autumn 2018, these 65 units comprised 47 Mk2 units and 18 Mk1 units. The Mk1 units have been replaced by the new and upgraded Mk3 units which will be more reliable and effective as a mitigation measure.

4.6 Wheelset management plan

4.6.1 A dedicated programme that commenced earlier in the year, will ensure that all TfW units will enter the autumn period with at least 6 months usual wear available on each tyre. Each unit will also be 'tyre turned' at least once prior to autumn starting on the 1st October.

4.6.2 TfW are also managing the supply of spare parts to allow for the eventuality of a high demand and ensure there are enough spares with LHGS, Luccinni rail & Pullman Rail.

4.6.3 There is some risk associated with spare wheel sets for Pacers as there is competition from Northern Rail for the same stock, however this is currently being worked through and a number of wheelsets have been allocated to TfW.

4.7 Autumn Forecasting

4,7.1 The national weather and adhesion forecast will be used during the 2019 Autumn season to inform strategic and tactical decision-making.

4.7.2 The initial forecast for the day will be distributed by the duty Route Control Manager on the 'Morning Start Up' email each morning, with conditions being tracked throughout the day and periodically communicated route-wide on the 'State of the Nation' emails. During periods of inclement weather such as high winds and flooding, observation maps from the Network Rail Weather Service website (www.NRWS.co.uk) may also be included in communications to provide greater clarity of prevailing conditions across the network.

4.7.3 Example of observation maps during storm 'Brian' (October 2017)

4.8 Frontline Practitioners

4.8.1 In autumn 2018, the route relied on Mobile Operations Managers to proactively identify and mitigate emerging adhesion risks across the Wales & Borders network. For 2019, Network Rail are looking to introduce additional response capability through provision of dedicated autumn response teams and an updated data capture process to include swabs of the rail head. The route's proactive arrangements will include inspections at all high-risk sites, with treatment being carried out based on the contamination levels present on the rail head.

4.9 Autumn Contingency Plans

4.9.1 In addition to the improved joint planning and preparation there are several other workstreams and functions focused on delivering a reliable service during Autumn. These include refined joint service contingency plans when there is minor or major service disruption, such as unit availability shortage or severe weather impact.

4.9.2 Improvements compared to last year to ensure we are in a much stronger position to provide transport for passengers include several "off-the-shelf" Autumn contingency train/bus plans based on anticipated reduced unit availability that may occur from day to day during leaf fall.

4.9.3 Significant impact to the network from severe weather can be felt throughout the year, more so in the period September to March. To mitigate the safety risk of such severe weather such as high winds, Blanket Emergency Speed Restrictions (BESR) of usually 50MPH is applied across the network to ensure passengers can be transported safely. This is in conjunction with a developed contingency plan by line of route if the forecast predicts particularly high levels of adhesion.

4.10 Road Transport Provision

4.10.1 TfW have made several enhancements to our road transport provision following Autumn 2018. These are aimed at improving our road transport provision and ensuring that we deliver a service that is best in class. A key challenge that we faced in 2018 was that there were several major contract changes that affected the provision of road transport within the Wales and Border network.

4.10.2 Collaborative work with the Road transport delivery partners has identified the deficiencies within their services and share our industry knowledge and expertise to ensure remedial actions are taken.

4.11 Operational readiness

4.11.1 In addition to the improved joint planning and preparation above there are several other workstreams and function focused on delivering a reliable service during Autumn. These include refined joint service contingency plans when there is minor or major service disruption, such as trespass or severe weather respectively.

4.11.2 Continuing annual practice, there has also been driver training and briefs issued which includes specific instruction for autumn and winter months. Driving policy instructions for running brake tests have been updated to address previous instruction ambiguity and ensure all slide and spin events are reported.

4.11.3 Joint Autumn Control arrangements were successful in delivering the autumn plan in 2018, and this success will be built upon for autumn 2019.

4.11.4 In order to provide drivers with some warning as to where they may be likely to encounter low adhesion, NR, in collaboration with passenger and freight operators, produces an annually reviewed list of 'high risk sites for low rail adhesion'. These sites are prioritised to ensure appropriate mitigation is actioned to reduce the likelihood of operational safety incidents occurring and disruption to train services from wheel slippage.