View source for Network Rail

{{short description|Rail company in the United Kingdom}}
{{Distinguish|National Rail}}
{{Use British English|date=July 2025}}
{{Use dmy dates|date=July 2025}}
{{Infobox company
| name = Network Rail Limited
| logo = Network Rail logo.svg
| type = [[Government-owned company]]/[[non-departmental public body]]<ref>{{cite web |url= http://www.networkrail.co.uk/about-us/governance/|title=Our legal and financial governance structure |publisher=Network Rail |url-status=live |archive-url= https://web.archive.org/web/20160511032631/http://www.networkrail.co.uk/about-us/governance/|archive-date=11 May 2016}}</ref>{{efn|Incorporated as a [[Private company limited by guarantee|private company limited by guarantee without share capital]]}}
| predecessor = [[Railtrack]]
| successor = 
| foundation = {{Start date and age|2002|10|3|df=yes}}
| location = Waterloo General Office, London<ref>{{cite web |title=Contact us |url=https://www.networkrail.co.uk/communities/contact-us/ |website=Network Rail |access-date=8 December 2019}}</ref>
| key_people = Jeremy Westlake (CEO)<ref name = board />
| industry = [[European Rail Infrastructure Managers|Rail infrastructure and asset management]]
| products = [[Public transport]]
| assets = £90.1 billion<ref name=ap2019 />
| assets_year = 2024
| equity = £18.4 billion<ref name=ap2019 />
| equity_year = 2024
| revenue = £11.5 billion<ref name=ap2019>{{cite report |pages=11, 173, 174 |url=https://www.networkrail.co.uk/wp-content/uploads/2024/07/Network-Rail-Annual-report-and-accounts-2024.pdf |title=Network Rail Limited's Annual report and Accounts 2024 |publisher=Network Rail |date=25 July 2024 |isbn=978-1-5286-4863-9 |access-date=4 October 2024 |archive-date=4 October 2024 |archive-url=https://web.archive.org/web/20241004124855/https://www.networkrail.co.uk/wp-content/uploads/2024/07/Network-Rail-Annual-report-and-accounts-2024.pdf |url-status=live }}</ref>
| revenue_year = 2024
| owner = [[HM Government]] ([[Department for Transport]])
| num_employees = 40,966<ref name=ap2019 />
| num_employees_year = 2024
| homepage = {{Official URL}}
}}
'''Network Rail Limited''' is the owner and [[railway infrastructure manager|infrastructure manager]] of most of the railway network in [[Great Britain]].<ref>{{cite web |url=http://www.networkrail.co.uk/ |title=Network Rail |archiveurl=https://web.archive.org/web/20071107014125/http://www.networkrail.co.uk/ |archivedate=7 November 2007 |access-date=25 May 2009 }}</ref> Network Rail is a [[non-departmental public body]] of the [[Department for Transport]] with no shareholders, which reinvests its income in the railways.<ref>{{Cite news |date=2008-02-28 |title=Network Rail: company profile |url=http://news.bbc.co.uk/2/hi/business/7268495.stm |access-date=2025-09-01 |language=en-GB}}</ref>

Network Rail's main customers are the [[train operating companies]] (TOCs), responsible for passenger transport, and [[freight operating company|freight operating companies]] (FOCs), who provide train services on the infrastructure that the company owns and maintains. Since 1 September 2014, Network Rail has been classified as a "public sector body".<ref name="The Guardian - Network Rail joins the public sector">{{cite news |last=Topham |first=Gwyn |title=Network Rail joins the public sector: but don't call it 'nationalisation' |url=https://www.theguardian.com/business/2014/aug/28/network-rail-piublic-sector-dont-call-it-nationalisation |newspaper=The Guardian |access-date=12 June 2019 |ref=guardianpublicsector |date=28 August 2014}}</ref><ref name="Network Rail management and funding">{{cite web |title=How we're governed and managed |url=https://www.networkrail.co.uk/who-we-are/how-we-work/how-were-governed-and-managed/ |website=Network Rail}}</ref>

To cope with [[history of rail transport in Great Britain 1995 to date|rapidly increasing passenger numbers]], ({{as of|2021|lc=on}}) Network Rail has been undertaking a £38{{nbsp}}billion [[History of rail transport in Great Britain 1995 to date#Timeline of improvements|programme of upgrades]] to the network, including [[Crossrail]], [[Railway electrification in Great Britain|electrification of lines]] and [[Thameslink Programme|upgrading Thameslink]].

In May 2021, the UK government announced its intent to merge Network Rail's responsibilities with other railway operations into a new public body called [[Great British Railways]].<ref>{{Cite web |title=Great British Railways: for the passenger |url=https://www.gov.uk/government/news/great-british-railways-for-the-passenger |access-date=2025-09-01 |website=GOV.UK |language=en}}</ref>

==History==

===Background===
{{See also|Railtrack|British Rail}}
[[Rail transport in Great Britain|Britain's railway system]] was built by private companies, but it was [[nationalised]] by the [[Transport Act 1947]] and run by [[British Rail]]ways until [[Privatisation of British Rail|re-privatisation]] which was begun in 1994 and completed in 1997.<ref>{{cite journal |url = https://www.socresonline.org.uk/7/1/strangleman.html |first = Tim |last = Strangleman |date = 2002 |title = Nostalgia for Nationalisation – the Politics of Privatisation |journal = Sociological Research Online |volume = 7 |number = 1 |pages = 92–105 |doi = 10.5153/sro.701 |s2cid = 144684740 |archive-date = 5 December 2022 |access-date = 8 December 2022 |archive-url = https://web.archive.org/web/20221205024644/https://www.socresonline.org.uk/7/1/strangleman.html |url-status = dead |url-access = subscription }}</ref><ref name = "wolmar 2005">{{cite news |last = Christian |first = Wolmar |newspaper = [[The Guardian]] |date = 16 July 2005 |url = https://www.theguardian.com/comment/story/0,3604,1529802,00.html |title = Forget Byers: the scandal was in the original sell-off: Railtrack was heading for disaster long before the Hatfield crash}}</ref> As a part of the privatisation process, the railway infrastructure, passenger and freight services were separated into separate organisations. Between 1994 and 2002, the infrastructure was owned and operated by [[Railtrack]], a privately owned company.<ref name = "parliament summary2010">{{cite web |url = https://researchbriefings.files.parliament.uk/documents/SN01224/SN01224.pdf |title = Railways: Railtrack, 1994-2002 |date = 24 March 2010 |website = parliament.uk |first = Louise |last = Butcher}}</ref><ref name = "Edmondreplace independent1997">{{cite news |url = https://www.independent.co.uk/news/business/beleaguered-railtrack-seeks-big-hitter-to-replace-edmonds-1257605.html |title = Beleaguered Railtrack seeks 'big hitter' to replace Edmonds |newspaper = The Independent |first1 = Sameena |last1 = Ahmad |first2 = Andrew |last2 = Yates |date = 22 June 1997}}</ref>

A spate of accidents, including the [[Southall rail crash]] in 1997<ref>{{cite news |url = http://news.bbc.co.uk/onthisday/hi/dates/stories/september/19/newsid_2524000/2524283.stm |title = Six dead in Southall Train Disaster |work = BBC News |date = 19 September 1997}}</ref> and the [[Ladbroke Grove rail crash]] in 1999<ref>{{cite news |url = http://news.bbc.co.uk/1/hi/uk/467919.stm |title = Ladbroke Grove Crash |work = BBC News |date = 11 October 1999}}</ref> called into question the negative consequences that the fragmentation of the railway network had introduced to both safety and maintenance procedures. Railtrack was severely criticised for both its performance for infrastructure improvement and for its safety record.<ref name = "parliament summary2010"/><ref>{{cite journal |url = https://www.tandfonline.com/doi/abs/10.1080/00036840903476379?journalCode=raec20 |title = The rise and fall of Railtrack PLC: an event study |journal = Applied Economics |volume = 43 |date = 2011 |issue = 23 |pages = 3143–3153|doi = 10.1080/00036840903476379 |last1 = Glass |first1 = Anthony |s2cid = 154603770 |url-access = subscription }}</ref> The [[Hatfield train crash]] on 17 October 2000 was a defining moment in the collapse of Railtrack.<ref>{{cite news |url = http://news.bbc.co.uk/onthisday/hi/dates/stories/october/17/newsid_2491000/2491425.stm |title = Four dead in Hatfield Train Crash |work = BBC News |date = 17 October 2000 |url-status = live |archive-url = https://web.archive.org/web/20080307134427/http://news.bbc.co.uk/onthisday/hi/dates/stories/october/17/newsid_2491000/2491425.stm |archive-date = 7 March 2008 |df = dmy-all}}</ref> The immediate major repairs undertaken across the whole British railway network were estimated to have cost in the order of [[Pound sterling|£]]580{{nbsp}}million and Railtrack had no idea how many more 'Hatfields' were waiting to happen because it had lost considerable in-house engineering skill following the sale or closure of many of the engineering and maintenance functions of [[British Rail]] to external companies; nor did the company have any way of assessing the consequence of the speed restrictions it was ordering. These restrictions brought the railway network to an almost total standstill and drew significant public ire.<ref name = "timeline guardian2002">{{cite news |url = https://www.theguardian.com/world/2002/jun/27/transport.uk |title = Timeline: Railtrack |newspaper = The Guardian |first1 = Mark |last1 = Tran |first2 = Sarah |last2 = Left |first3 = Philip |last3 = Pank |date = 27 June 2002}}</ref><ref>{{cite news |url = https://www.telegraph.co.uk/news/1482439/Hatfield-crash-was-disaster-waiting-to-happen.html |title = Hatfield crash "was disaster waiting to happen" |newspaper = [[The Daily Telegraph]] |date = 31 January 2005 |access-date = 22 August 2016 |archive-date = 10 February 2018 |archive-url = https://web.archive.org/web/20180210181641/http://www.telegraph.co.uk/news/1482439/Hatfield-crash-was-disaster-waiting-to-happen.html |url-status = live}}</ref><ref>{{cite news |url = http://news.bbc.co.uk/2/hi/uk_news/scotland/989218.stm|title=Railtrack shuts down West Coast Main Line |work = BBC News |date = 25 October 2000 |url-status = live |archive-url = https://web.archive.org/web/20131110021218/http://news.bbc.co.uk/2/hi/uk_news/scotland/989218.stm|archive-date = 10 November 2013 |df = dmy-all}}</ref> According to railway historian [[Christian Wolmar]], Railtrack's board panicked in the wake of Hatfield.<ref>{{cite book |last = Wolmar |first = Christian |title = On the Wrong Line |publisher = Aurum Press |date = 2005 |isbn = 978-1-85410-998-9|url=https://books.google.com/books?id=HSMzj9wC_soC&pg=PT290|page=290|via=Google Books}}</ref> Railtrack's first chief executive, John Edmonds, had pursued a deliberate strategy of [[outsourcing]] engineers' work wherever possible with the goal of reducing costs.<ref name = "Edmonds obituarytelegraph">{{cite news |url = https://www.telegraph.co.uk/obituaries/2020/05/27/john-edmonds-executive-forced-radical-changes-british-rail/ |title = John Edmonds, executive who forced through radical changes at British Rail – obituary |newspaper = The Telegraph |date = 27 May 2020}}</ref>
 
Various major schemes being undertaken by Railtrack had also gone awry. The modernisation of the [[West Coast Main Line]] had suffered from spiralling costs, rising from an estimated £2{{nbsp}}billion to roughly £10{{nbsp}}billion.<ref>{{cite news |url = http://news.bbc.co.uk/1/hi/uk/565507.stm |title = Repair costs spiral to £5bn |work = BBC News |date = 15 December 1999 |url-status = live |archive-url = https://web.archive.org/web/20131110021245/http://news.bbc.co.uk/2/hi/uk_news/565507.stm |archive-date = 10 November 2013 |df = dmy-all}}</ref> This programme suffered failures that were technical as well as managerial, such as the [[moving block]] signalling apparatus being immature for such a busy mixed-traffic mainline.<ref>{{cite news |url = https://www.theguardian.com/politics/2004/apr/01/transport.uk |title = The main players in the £10bn rail fiasco |newspaper = The Guardian |first = James |last = Meek |date = 1 April 2004 }}</ref><ref>{{Cite web |title = The Modernisation of the West Coast Main Line |url = https://www.nao.org.uk/report/the-modernisation-of-the-west-coast-main-line/ |access-date = 21 July 2021 |website = [[National Audit Office (United Kingdom)|National Audit Office]] |date = 22 November 2006 |archive-date = 21 July 2021 |archive-url = https://web.archive.org/web/20210721150856/https://www.nao.org.uk/report/the-modernisation-of-the-west-coast-main-line/ |url-status = live}}</ref> In 2000, reports emerged that Railtrack may not be able to go through with its planned commitment to purchase section 2 of [[High Speed 1]], resulting in disruption and uncertainty for that programme as well.<ref>{{cite news |url = https://www.theguardian.com/business/2000/may/30/7 |title = Railtrack funding of Channel rail link in doubt again |first = Keith |last = Harper |date = 30 May 2000 |newspaper = The Guardian |access-date = 1 August 2009 |location = London |archive-date = 8 May 2014 |archive-url = https://web.archive.org/web/20140508231457/http://www.theguardian.com/business/2000/may/30/7 |url-status = live }}</ref><ref>{{cite news |url = https://www.independent.co.uk/news/uk/home-news/railtrack-could-ditch-new-channel-rail-link-702632.html |archive-url = https://web.archive.org/web/20091201134427/http://www.independent.co.uk/news/uk/home-news/railtrack-could-ditch-new-channel-rail-link-702632.html |url-status = dead |archive-date = 1 December 2009 |title = Railtrack could ditch new Channel rail link |first = Michael |last = Harrison |date = 16 January 2001 |newspaper = The Independent |access-date = 1 August 2009 |location = London}}</ref><ref>{{cite news |url = https://www.independent.co.uk/news/uk/home-news/railtrack-to-lose-its--newline-monopoly-689651.html |title = Railtrack to lose its new-line monopoly |first = Colin |last = Brown |date = 1 April 2001 |newspaper = The Independent |access-date = 1 August 2009 |location = London}}{{dead link|date=August 2021|bot=medic}}{{cbignore|bot=medic}}</ref>

In February 2001, Steve Marshall, Railtrack's chairman, warned that Railtrack could have a net debt of approximately £8{{nbsp}}billion by 2003.<ref name = "sciencemuseum summary">{{cite web |url = https://collection.sciencemuseumgroup.org.uk/people/ap268/railtrack-group-plc |title = Railtrack Group PLC |website = sciencemuseumgroup.org.uk |access-date = 5 December 2022}}</ref> During May 2001, Railtrack announced that, despite making a pre-tax profit before exceptional expenses of £199m, the £733m of costs and compensation paid out over the Hatfield crash had plunged Railtrack from profit into a loss of £534m,<ref>{{cite news |title = Railtrack in line for all-clear on borrowing |first = Arthur |last = Leathley |newspaper = [[The Times]] |date = 25 May 2001 |place = London}}</ref> and it approached the government for funding, which it controversially used to pay a £137m [[dividend]] to its [[shareholder]]s in May 2001.<ref>{{cite news |url = https://www.telegraph.co.uk/finance/2720891/Railtrack-shares-dive-to-all-time-low.html |title = Railtrack shares dive to all time low |newspaper=The Daily Telegraph |date = 6 June 2001 |place = London |first = Alistair |last = Osborne |access-date = 20 May 2010 |url-status = live |archive-url = https://web.archive.org/web/20110312232151/http://www.telegraph.co.uk/finance/2720891/Railtrack-shares-dive-to-all-time-low.html |archive-date = 12 March 2011 |df = dmy-all}}</ref> Months later, Railtrack sought another bailout from the government.<ref name = "wolmar 2005"/><ref name = "timeline guardian2002"/> On 7 October 2001, Railtrack plc was placed into railway administration under the Railways Act 1993, following an application to the [[High Court of Justice of England and Wales|High Court]] by the then [[Transport Secretary]], [[Stephen Byers]].<ref>{{cite news |url = https://www.independent.co.uk/news/uk/home-news/railtrack-goes-bankrupt-with-debts-of-acircpound33bn-630604.html |title = Railtrack goes bankrupt with debts of £3.3bn |newspaper = The Independent |date = 8 October 2001 |archive-url = https://web.archive.org/web/20110312220300/http://www.independent.co.uk/news/uk/home-news/railtrack-goes-bankrupt-with-debts-of-acircpound33bn-630604.html |archive-date = 12 March 2011 }}</ref><ref>{{cite web |url = https://www.christianwolmar.co.uk/2001/10/rail-420-why-railtracks-fall-was-a-revolution-waiting-to-happen/ |title = Rail 420: Why Railtrack's fall was a revolution waiting to happen |website = christianwolmar.co.uk |date = 17 October 2001}}</ref>

===Initial activities===
[[File:GB Rail Subsidy, 1985-2019.png|thumb|400px|GB total rail subsidy 1985–2019 (in 2018-19 prices), showing a short decline in subsidy after privatisation, followed by a steep rise following the [[Hatfield rail crash|Hatfield crash]] in 2000 then a further increase to fund [[Crossrail]] and [[HS2]] development.<ref name=orr-20191114>{{cite report |url=https://dataportal.orr.gov.uk/media/1548/rail-finance-statistical-release-2018-19.pdf |title=2018-19 Annual Statistical Release - Rail Finance |author=Tom Leveson Gower |publisher=Office of Rail and Road |date=14 November 2019 |access-date=2 December 2019}}</ref>]]

Network Rail Ltd. was created with the express purpose of taking over Britain's railway infrastructure control; this was achieved via its purchase of Railtrack plc from Railtrack Group plc for £500{{nbsp}}million; Railtrack plc was then renamed and reconstituted as ''Network Rail Infrastructure Limited''.<ref>{{cite web |url = http://www.busman.qmul.ac.uk/research/researchcentres/Thecentreformanagementandorganisationalhistory/148170.pdf |page = 18 |title = Accounting for Producer Needs: The case of Britain's rail infrastructure |publisher = Centre for Management and Organisational History |access-date = 12 October 2015 |url-status = dead |archive-url = https://web.archive.org/web/20160304075330/http://www.busman.qmul.ac.uk/research/researchcentres/Thecentreformanagementandorganisationalhistory/148170.pdf |archive-date = 4 March 2016 }}</ref> The transaction was completed on 3 October 2002.<ref>{{cite news |url = http://news.bbc.co.uk/2/hi/business/2267597.stm |work = BBC News |title = Network Rail closer to Railtrack takeover |date = 18 September 2002 |access-date = 20 May 2010 |url-status = live |archive-url = https://web.archive.org/web/20090917043501/http://news.bbc.co.uk/2/hi/business/2267597.stm |archive-date = 17 September 2009 |df = dmy-all}}</ref><ref>{{cite web |url = https://www.theguardian.com/business/2002/sep/16/transportintheuk.society |title = Think tank lays into Network Rail structure |work = The Guardian |date = 16 September 2002}}</ref> The former company had thus never ceased to exist but continued under another name: for this reason Network Rail Infrastructure Ltd was the defendant in later prosecutions in respect of events which had occurred in the days of Railtrack.{{Citation needed|date=February 2021}}

Network Rail owns the infrastructure, including the railway tracks, signals, overhead wires, tunnels, bridges, level crossings and most stations, but not the passenger or commercial freight rolling stock, other than its limited [[departmental train|departmental stock]].{{Citation needed|date=February 2021}} While it owns over 2,500 railway stations, it manages only 20 of the biggest and busiest of them as all the other stations are managed by the various train operating companies (TOCs).<ref name="networkrail.co.uk">{{cite web |url=https://www.networkrail.co.uk/communities/passengers/our-stations/ |title=Our stations |publisher=Network Rail |url-status=dead |archive-url=https://web.archive.org/web/20170228085629/https://www.networkrail.co.uk/communities/passengers/our-stations/ |archive-date=28 February 2017 |access-date=27 February 2017 }}</ref> Network Rail should not be confused with [[National Rail]], the latter is a brand rather than an organisation, used to inform and promote a nationwide network of passenger railway services. The majority of Network Rail lines also carry freight traffic; some lines are freight only. A few lines that carry passenger traffic are not part of the National Rail network (such as the [[Tyne and Wear Metro]] and the [[London Underground]]). Conversely, a few National Rail services operate over track which is not part of the Network Rail network, such as the line between [[Harrow-on-the-Hill station|Harrow-on-the-Hill]] and [[Amersham station|Amersham]] being owned by London Underground.<ref>{{cite book |last = Yonge |first = John |editor-last = Jacobs |editor-first = Gerald |title = Railway Track Diagrams 5: Southern & TfL |edition = 3rd |date = November 2008 |orig-year = 1994 |publisher = Trackmaps |location = Bradford on Avon |isbn = 978-0-9549866-4-3 |at = maps 41C, 42A, 42B, 43A }}</ref>

Following an initial period in which Network Rail established itself and demonstrated its competence in addressing the principal challenges of improving asset condition, reducing unit costs and tackling delay, the Government's Rail Review in 2004 said that Network Rail should be given responsibility for whole-industry performance reporting, timetable development, specification of small and medium network enhancements, and the delivery of route-specific utilisation strategies (RUS).<ref name=ORR-2005-06-Q4>{{cite web |url= http://www.rail-reg.gov.uk/upload/pdf/nr_monitor_q4-gb.pdf.pdf |title=Network Monitor (Great Britain) |publisher=[[Office of Rail Regulation]] |date=31 March 2006 |url-status=dead |archive-url= https://web.archive.org/web/20090327121138/http://www.rail-reg.gov.uk/upload/pdf/nr_monitor_q4-gb.pdf.pdf |archive-date=27 March 2009 }}</ref> Some of these are functions which Network Rail already had; others – such as the obligation to devise [[Route Utilisation Strategy|route utilisation strategies]] – were transferred to Network Rail from the [[Strategic Rail Authority]], a non-departmental public body, part of the UK government. The SRA was abolished in November 2006.<ref>{{cite web |url= https://www.gov.uk/government/publications/strategic-rail-authority-annual-report-and-accounts-period-ended-30-november-2006 |title=Strategic Rail Authority annual report and accounts period ended 30 November 2006 |access-date=7 July 2015 |url-status=live |archive-url= https://web.archive.org/web/20150707173524/https://www.gov.uk/government/publications/strategic-rail-authority-annual-report-and-accounts-period-ended-30-november-2006 |archive-date=7 July 2015 }}</ref>

Network Rail initially sub-contracted much of the infrastructure work to private maintenance companies, such as [[Carillion]] and [[Babcock International Group|First Engineering]]; other sub-contractors perform specialist work or additional labour, such as Prima Services Group, Sky Blue, Balfour Beatty, Laboursite, BCL, Atkins (Atkins Rail) and McGinleys.{{citation needed|date=October 2016}} In October 2003, Network Rail announced that it would take over all infrastructure maintenance work from private contractors, following concerns about the quality of work carried out by certain private firms and spiralling costs.<ref>{{cite web |url= http://www.networkrail.co.uk/careers/schemes/students-and-graduates/advanced-apprenticeship-scheme/ |title=UK brings infrastructure maintenance back in-house |url-status=live |archive-url= https://web.archive.org/web/20161026233524/http://www.networkrail.co.uk/careers/schemes/students-and-graduates/advanced-apprenticeship-scheme/ |archive-date=26 October 2016 }}</ref> In 2007, it was announced that the number of track renewal contractors would be reduced from six to four; [[Amey plc|Amey]]/[[Seco Rail|SECO]], [[Balfour Beatty]], [[Babcock International Group|Babcock First Engineering]] and [[Jarvis plc]].<ref>{{cite web |url= http://www.networkrailmediacentre.co.uk/news/network-rail-announces-track-renewal-changes |title=Network Rail Announces Track Renewal Changes |work=News Releases |date=11 September 2007 |url-status=live |archive-url= https://web.archive.org/web/20161027055036/http://www.networkrailmediacentre.co.uk/news/network-rail-announces-track-renewal-changes |archive-date=27 October 2016 }}</ref> Network Rail has expanded its in-house engineering skills, including funding of apprenticeship and foundation degree schemes, and has reported significant savings from transferring work away from contracting companies. Additional work was taken back in-house after the serious [[Potters Bar rail crash|accident at Potters Bar]] and other accidents at Rotherham and King's Cross led to Jarvis's collapse into administration in March 2010.<ref>{{cite news |url = http://news.bbc.co.uk/1/hi/business/8586663.stm |title = Jarvis to call in administrators |date = 25 March 2010 |work = [[BBC News]]}}</ref>

The company moved its headquarters to Kings Place, 90 York Way, from 40 Melton Street, Euston, in August 2008. Two months later, Sir [[Ian McAllister]] announced that he would not stand for re-election as chairman of Network Rail after holding the position for six years. He noted that as Network Rail moved to a "new phase in its development" it was appropriate for a new chairman to lead it there.<ref>{{cite news |url= http://news.bbc.co.uk/2/hi/uk_news/england/london/7649957.stm |title=Network Rail boss stepping down |work=BBC News |date=3 October 2008 |access-date=8 October 2008 |url-status=live |archive-url= https://web.archive.org/web/20081006095438/http://news.bbc.co.uk/2/hi/uk_news/england/london/7649957.stm |archive-date=6 October 2008 }}</ref> Network Rail also has a 15-year lease on Square One in Manchester with 800 staff in one of Manchester's largest refurbished office spaces.<ref>{{cite web |url= http://www.manchestereveningnews.co.uk/business/business-news/network-rail-moves-into-old-depot-998602 |access-date=26 October 2016 |title=Network Rail moves into old depot |date=16 April 2010 |url-status=live |archive-url= https://web.archive.org/web/20161026232339/http://www.manchestereveningnews.co.uk/business/business-news/network-rail-moves-into-old-depot-998602 |archive-date=26 October 2016 }}</ref> During June 2012, work was completed on the company's new national centre, known as the [[Quadrant:MK]]. Based in [[Milton Keynes]] about five minutes' walk from {{rws|Milton Keynes Central}}, it comprises four buildings connected to a central street, accommodating more than 3,000 people. Various divisions, including engineering, logistics, operations (including timetable planning), IT, procurement, planning and finance departments, and Route Services Supply Chain operations have been transferred to the Quadrant.<ref name=rg>{{cite web|url=https://www.railwaygazette.com/news/single-view/view/network-rail-opens-the-quadrantmk.html |title=Network Rail opens The Quadrant:MK |date=11 June 2012 |work=[[Railway Gazette International]] |archive-url=https://web.archive.org/web/20160113164805/http://www.railwaygazette.com/news/single-view/view/network-rail-opens-the-quadrantmk.html |archive-date=13 January 2016 |url-status=live}}</ref>

===Allegations and controversies===
In 2009, allegations appeared in the media from the [[Transport Salaried Staffs' Association]] concerning treatment of Network Rail employees. Former chief executive [[Iain Coucher]] was also accused of financial impropriety involving unspecified payments to his business partner Victoria Pender during his tenure at Network Rail.<ref name="guardian-may 2011">{{cite news |last = Milmo |first = Dan |title = Iain Coucher set to be cleared of misusing Network Rail funds |url = https://www.theguardian.com/business/2011/may/23/iain-coucher-cleared-of-misuse-of-funds |access-date=9 March 2012 |date = 23 May 2011 |newspaper = The Guardian |url-status = live |archive-url = https://web.archive.org/web/20131110035120/http://www.theguardian.com/business/2011/may/23/iain-coucher-cleared-of-misuse-of-funds |archive-date = 10 November 2013 |df = dmy-all}}</ref> An internal investigation held by Network Rail in 2010, vetted by its auditors [[PricewaterhouseCoopers]], uncovered no evidence of wrongdoing. An independent enquiry headed by Anthony White QC in 2011 further examined the claims, but also exonerated Coucher.<ref>{{cite news |url = https://www.telegraph.co.uk/finance/newsbysector/transport/8287674/Network-Rail-inquiry-launched-into-misuse-of-public-funds-and-illicit-payments.html |place = London |work = The Daily Telegraph |first = Andrew |last = Hough |title = Network Rail: inquiry launched into 'misuse of public funds and illicit payments' |date = 28 January 2011 |url-status = live |archive-url = https://web.archive.org/web/20180514131133/https://www.telegraph.co.uk/finance/newsbysector/transport/8287674/Network-Rail-inquiry-launched-into-misuse-of-public-funds-and-illicit-payments.html |archive-date = 14 May 2018 |df = dmy-all}}</ref><ref>{{cite news |url = https://www.ft.com/content/1dcf5bba-d6fe-11df-aaab-00144feabdc0 |title = Cash inquiry moves closer for Network Rail |newspaper = The Financial Times |date = 13 October 2010 }}</ref>

Critical commentary appeared in the media concerning the [[Knight Bachelor|knighthood]] awarded to John Armitt in the [[2012 New Year Honours]] for services to engineering and construction. Armitt was Chief Executive of Network Rail at the time of the 2007 [[Grayrigg derailment]] and the family of a victim of the accident criticised the award, which coincidentally was conferred on the same day that Network Rail were prosecuted for the accident.<ref name=bbc-knighthood>{{cite news |title = Grayrigg crash victim's son 'disgusted' by knighthood |url = https://www.bbc.co.uk/news/uk-england-cumbria-17223196 |access-date = 2 March 2012 |newspaper = BBC News |date = 1 March 2012 |url-status = live |archive-url = https://web.archive.org/web/20120302180319/http://www.bbc.co.uk/news/uk-england-cumbria-17223196 |archive-date = 2 March 2012 |df = dmy-all}}</ref>

In 2023, one of Network Rail's managing directors resigned after a litany of problems in the areas she was responsible for. Michelle Handforth resigned after infrastructure problems left hundreds of passengers stranded in carriages in London, one of the latest issues with the lines outside [[Paddington Station]]. The [[Office of Rail and Road]] was already investigating poor reliability and punctuality in the Wales and Western region.<ref>{{cite news |url = https://www.bbc.co.uk/news/business-67742682 |place = London |work = BBC News |first = Vivienne |last = Nunis |title = Network Rail manager for stranded passenger line quits |date = 18 December 2023 }}</ref>

===Regional reorganisation and shared responsibilities===
During February 2011, it was announced that Network Rail had begun the process of reorganising its operational structure into nine semi-autonomous regional entities, each with their own managing director; the first two units to be created were Scotland and Wessex regions.<ref>{{Cite press release |url= http://www.networkrailmediacentre.co.uk/Press-Releases/NETWORK-RAIL-MOVES-TO-CREATE-DEVOLVED-BUSINESS-UNITS-16b3/SearchCategoryID-2.aspx |title=Network rail moves to create devolved business units |date=21 February 2011 |publisher=Network Rail |url-status=dead |archive-url= https://web.archive.org/web/20110225140522/http://www.networkrailmediacentre.co.uk/Press-Releases/NETWORK-RAIL-MOVES-TO-CREATE-DEVOLVED-BUSINESS-UNITS-16b3/SearchCategoryID-2.aspx |archive-date=25 February 2011 }}</ref><ref>{{cite news |url= https://www.telegraph.co.uk/finance/newsbysector/transport/8337801/Network-Rail-break-up-revealed.html |title=Network Rail break-up revealed |date=22 February 2011 |work=The Daily Telegraph |place=London |first=Louise |last=Armitstead |url-status=live |archive-url= https://web.archive.org/web/20160324122122/http://www.telegraph.co.uk/finance/newsbysector/transport/8337801/Network-Rail-break-up-revealed.html |archive-date=24 March 2016 }}</ref> The reorganisation has been interpreted as a move back towards vertical integration of track and train operations.<ref>{{cite news |url= https://www.telegraph.co.uk/finance/newsbysector/transport/8338702/Network-Rail-has-taken-the-first-step-towards-recoupling-tracks-and-trains.html |title=Network Rail has taken the first step towards recoupling tracks and trains |first=Jonathan |last=Russell |date=21 February 2011 |work=The Daily Telegraph |place=London |url-status=live |archive-url= https://web.archive.org/web/20160324121920/http://www.telegraph.co.uk/finance/newsbysector/transport/8338702/Network-Rail-has-taken-the-first-step-towards-recoupling-tracks-and-trains.html |archive-date=24 March 2016 }}</ref>

In December 2016, the Transport Secretary, [[Chris Grayling]] announced that Network Rail would lose sole control of track maintenance and repairs, and instead would share this with the Train Operating Companies.<ref>{{cite news |url = https://www.telegraph.co.uk/news/2016/12/02/exclusive-network-rail-stripped-control-britains-train-tracks/ |title = Network Rail to be stripped of control over Britain's train tracks as operators will win power to improve services |newspaper = The Telegraph |date = 2 December 2016 |url-status = live |archive-url = https://web.archive.org/web/20171226155133/http://www.telegraph.co.uk/news/2016/12/02/exclusive-network-rail-stripped-control-britains-train-tracks/ |archive-date = 26 December 2017 |df = dmy-all |last1 = Hope |first1 = Christopher |last2 = Harley |first2 = Nicola }}</ref><ref>{{cite news |url= https://www.theguardian.com/business/2016/dec/03/private-firms-to-take-over-rail-maintenance-work-of-network-rail |last = Rawlinson |first = Kevin |title = Network Rail to lose sole control of rail maintenance |date = 2 December 2016 |newspaper = The Guardian |access-date = 27 January 2017 |url-status = live |archive-url= https://web.archive.org/web/20170113070700/https://www.theguardian.com/business/2016/dec/03/private-firms-to-take-over-rail-maintenance-work-of-network-rail |archive-date = 13 January 2017 |df = dmy-all}}</ref><ref>{{cite web |url = http://www.itv.com/news/2016-12-03/network-rail-to-be-stripped-of-monopoly-over-britains-railway-tracks/ |title = Network Rail 'to be stripped of monopoly over running Britain's railway tracks' |date = 3 December 2016 |url-status = live |archive-url = https://web.archive.org/web/20161203104939/http://www.itv.com/news/2016-12-03/network-rail-to-be-stripped-of-monopoly-over-britains-railway-tracks/ |archive-date = 3 December 2016 |df = dmy-all}}</ref>

===Electrification schemes===
During March 2011, the British government announced that the [[Great Western Main Line]] would be electrified as far as Bristol Temple Meads.<ref>{{Cite web |date = 1 March 2011 |title = Great Western electrification and IEP to go ahead |url = https://www.railnews.co.uk/news/general/2011/03/01-great-western-electrification-and-iep.html |access-date = 1 July 2020 |website = Railnews |archive-date = 16 July 2021 |archive-url = https://web.archive.org/web/20210716084207/https://www.railnews.co.uk/news/general/2011/03/01-great-western-electrification-and-iep.html |url-status = live}}</ref><ref>{{cite web |last=Network Rail |date=June 2011 |title=Modernising the Great Western |url=http://www.networkrail.co.uk/uploadedFiles/networkrailcouk/Contents/Improvements/The_Great_Western/WesternVision.pdf |url-status=dead |archive-url=https://web.archive.org/web/20130413065743/http://www.networkrail.co.uk/uploadedFiles/networkrailcouk/Contents/Improvements/The_Great_Western/WesternVision.pdf |archive-date=13 April 2013 |page=9}}</ref> Within four years, this programme, which was headed by Network Rail, was beset by poor planning and cost overruns, leading to the shortcomings being scrutinised by Parliament.<ref>{{cite web |url = http://www.parliament.uk/business/committees/committees-a-z/commons-select/public-accounts-committee/news-parliament-2015/network-rail-investment-programme-report-published-15-16 |title = Rail users will pay price for failure in investment planning |date = 20 November 2015 |access-date = 24 March 2017 |url-status = live |archive-url = https://web.archive.org/web/20161130184447/http://www.parliament.uk/business/committees/committees-a-z/commons-select/public-accounts-committee/news-parliament-2015/network-rail-investment-programme-report-published-15-16/ |archive-date = 30 November 2016 |df = dmy-all}}</ref> Specifically, the projected cost had increased from £1.2{{nbsp}}billion to £2.8{{nbsp}}billion by the end of 2015,<ref>{{cite web |url = http://www.langportleveller.co.uk/2017/03/03/great-western-disaster |title = Great Western Disaster |date = 3 March 2017 |access-date = 24 March 2017 |url-status = live |archive-url = https://web.archive.org/web/20170325201750/http://www.langportleveller.co.uk/2017/03/03/great-western-disaster/ |archive-date = 25 March 2017 |df = dmy-all}}</ref> while the project's timetable was also delayed to the extent that the government had to request [[Hitachi Rail|Hitachi]] to retrofit the new high speed trainsets procured under the [[Intercity Express Programme]] with diesel engines as well as electric traction.<ref>{{cite web |url = http://www.walesonline.co.uk/news/wales-news/electrification-dubbed-shambles-multi-billion-10287160 |title = Electrification dubbed 'shambles' as multi-billion pound electric trains may also have diesel engines because tracks won't be ready |date = 19 October 2015 |access-date = 24 March 2017 |url-status = live |archive-url = https://web.archive.org/web/20170901153340/http://www.walesonline.co.uk/news/wales-news/electrification-dubbed-shambles-multi-billion-10287160 |archive-date = 1 September 2017 |df = dmy-all}}</ref> In July 2017, the government announced that, in response to the programme's continued difficulties, the scope of the electrification scheme had been decreased; specifically, it would only be completed as far as Thingley Junction, {{convert|2|mi|km|spell=in}} west of Chippenham, while the electrification of other lines, including Bristol Parkway to Temple Meads and Didcot to Oxford, was also postponed.<ref>{{cite news |url = https://www.theguardian.com/uk-news/2017/jul/20/grayling-sparks-fury-by-scrapping-rail-electrification-plans |title = Grayling sparks fury by scrapping rail electrification plans |last = Topham |first = Gwyn |date = 20 July 2017 |work = The Guardian |access-date = 23 December 2017 |issn = 0261-3077 |archive-date = 16 July 2021 |archive-url = https://web.archive.org/web/20210716084149/https://www.theguardian.com/uk-news/2017/jul/20/grayling-sparks-fury-by-scrapping-rail-electrification-plans |url-status = live}}</ref>

During 2011, work commenced to extend the electrification of the [[Midland Main Line]], including to both Corby and Nottingham.<ref>{{cite web|url=https://www.railwaygazette.com/uk/electrification-to-reach-market-harborough/48150.article|title=Electrification to reach Market Harborough|date=5 March 2019 |website=Railway Gazette International}}</ref><ref>{{Cite web|title=Spades in ground as government delivers on rail investment promise for North and Midlands|url=https://www.gov.uk/government/news/spades-in-ground-as-government-delivers-on-rail-investment-promise-for-north-and-midlands|access-date=21 December 2021|website=GOV.UK|language=en}}</ref><ref>{{Cite web|date=21 December 2021|title=Main works on next stage of Midland Main Line electrification due to begin|url=https://news.railbusinessdaily.com/main-works-on-next-stage-of-midland-main-line-electrification-due-to-begin/|access-date=21 December 2021|website=RailBusinessDaily|language=en-US}}</ref><ref>{{Cite web|title=Rail industry welcomes progress on Midland Mainline electrification|url=https://www.riagb.org.uk/RIA/Newsroom/Press_Releases/Progress_on_MML_electrification.aspx|access-date=21 December 2021|website=www.riagb.org.uk}}</ref> In July 2017, it was announced the then-Secretary of State for Transport [[Chris Grayling]] that the electrification scheme north of Kettering to Derby, Nottingham and Sheffield had been cancelled and that bi-mode trains would be used instead.<ref>{{Cite web|last=Butcher|first=Louise|date=22 February 2021|title=Rail electrification|url=https://commonslibrary.parliament.uk/research-briefings/sn05907/|language=en-GB|journal=|access-date=22 February 2021|archive-date=6 May 2021|archive-url=https://web.archive.org/web/20210506031746/https://commonslibrary.parliament.uk/research-briefings/sn05907/|url-status=live}}</ref><ref>{{Cite news|date=20 July 2017|title=Rail electrification plans scrapped by government|language=en-GB|work=BBC News|url=https://www.bbc.com/news/business-40669869|access-date=24 February 2021|archive-date=1 April 2019|archive-url=https://web.archive.org/web/20190401201112/https://www.bbc.com/news/business-40669869|url-status=live}}</ref> However, in May 2022, a briefing to contractors was released ahead of an invitation to tender for Midland Mainline Electrification project work to extend electrification to Nottingham and Sheffield. This scheme is expected to cost £1.3&nbsp;billion.<ref>{{cite web|url=https://www.newcivilengineer.com/latest/contractors-alerted-to-next-phase-of-1-3bn-midland-main-line-electrification-24-05-2022/|title=Contractors alerted to next phase of £1.3bn Midland Main Line electrification |date=24 May 2022 }}</ref>

[[File:Blackfriars Railway Bridge from Tate Modern.jpg|thumb|Blackfriars Railway Bridge with photo-voltaic roof panels]]
Network Rail has undertaken numerous schemes to develop its own renewable electrical generation footprint, which is used in part to power the operational railway. In January 2014, Network Rail opened the world's largest [[solar-powered]] bridge, adjacent to the remains of the old [[Blackfriars Railway Bridge]], across the [[River Thames]]. The roof of the new railway bridge is covered with 4,400 [[photovoltaic]] panels, providing up to half of the energy requirement for [[London Blackfriars station]].<ref>{{cite web |url = https://www.theguardian.com/environment/2014/jan/22/worlds-largest-solar-powered-bridge-opens-in-london |title = World's largest solar-powered bridge opens in London |date = 22 January 2014 |work = [[The Guardian]] |archive-url = https://web.archive.org/web/20170202125427/https://www.theguardian.com/environment/2014/jan/22/worlds-largest-solar-powered-bridge-opens-in-london |archive-date = 2 February 2017 |url-status = live}}</ref> Solar panels are used at various locations across Network Rail's property portfolio, including stations and depots.<ref>{{cite web |url = https://www.solarsense-uk.com/casestudies/scarborough-rail-depot/ |title = Casestudy: Scarborough Rail Depot |date = 6 March 2020 |publisher = solarsense-uk.com |access-date = 8 December 2022}}</ref> In August 2022, an agreement between the company and [[Électricité de France|EDF]] was signed to provide more solar energy.<ref>{{cite web |last1 = Diaconu |first1 = Cristina |url = https://tandlonline.com/rail/network-rail-signs-solar-panel-agreement-with-edf-renewables-38398 |title = Network Rail Signs Solar Panel Agreement with EDF Renewables |work = Transport & Logistics Magazine |publisher = tandlonline.com |date = 11 August 2022 |access-date = 8 December 2022 |archive-date = 6 February 2023 |archive-url = https://web.archive.org/web/20230206084839/https://tandlonline.com/rail/network-rail-signs-solar-panel-agreement-with-edf-renewables-38398 |url-status = dead }}</ref>

===Planned demise===
In May 2021, the Conservative UK government announced that Network Rail would be superseded by a new body, [[Great British Railways]] (GBR), in 2023.<ref name="GreatBritishRailways">{{Cite news|date=19 May 2021|title=Rail services to come under unified state control|language=en-GB|work=BBC News|url=https://www.bbc.com/news/business-57176858|access-date=19 May 2021}}</ref> After some delay,<ref>{{Cite news |date=19 October 2022 |title=Great British Railways transport bill shelved |url=https://www.bbc.com/news/uk-politics-63313823 |access-date=26 November 2022 |work=BBC News}}</ref> the new body was established in shadow form by the successor Labour government in November 2024.<ref>{{Cite web |last=Taylor |first=Michael |date=1 July 2024 |title=Labour plans to abolish Network Rail |url=https://www.thebusinessdesk.com/northwest/news/2135497-labour-plans-to-abolish-network-rail |access-date=13 December 2024 |website=TheBusinessDesk.com |language=en}}</ref><ref>{{Cite web |date=3 October 2024 |title=New Chair appointed to drive forward major rail reform |url=https://www.gov.uk/government/news/new-chair-appointed-to-drive-forward-major-rail-reform |access-date=13 December 2024 |website=GOV.UK |language=en |quote=Establishing Shadow Great British Railways...}}</ref><ref>{{Cite magazine |last=Johnson |first=Thomas |date=1 May 2024 |title=Culture change vital for Great British Railways to not be Network Rail 2.0, says chief executive |url=https://www.newcivilengineer.com/latest/culture-change-vital-for-great-british-railways-to-not-be-network-rail-2-0-says-chief-executive-01-05-2024/ |access-date=13 December 2024 |magazine=New Civil Engineer |language=en}}</ref>

As part of a public consultation held in early 2025 on the details of the formal creation of GBR, the government stated that ''Network Rail Infrastructure Limited'' would form the core of the new organisation.<ref>{{cite report |author=<!-- not stated --> |date=February 2025 |title=A railway fit for Britain's future |url=https://assets.publishing.service.gov.uk/media/67b30e36b56d8b0856c2fd49/a-railway-fit-for-britains-future.pdf |work= |location= |publisher=[[Government of the United Kingdom]] |department=[[Department for Transport]] |id=CP 1269 |isbn= 9781528652971 |chapter=Leadership for Britain's Railways |page=15 |access-date=2 July 2025 |quote=...GBR will be created out of Network Rail Infrastructure Limited.}}</ref>

[[File:Network Rail sign at Ledbury railway station.jpg|thumb|Sign showing the Network Rail name on the [[signal box]] at {{rws|Ledbury}}]]

==Funding==
{{Main|Financing of the rail industry in Great Britain}}
Network Rail is a [[Nonprofit organization|not-for-profit organisation]]. The majority of funding comes from a mix of direct grants and borrowing from the UK and Scottish Governments, payments from train and freight operators and previously a small amount of income from commercial property estate.<ref name=ap2019 /> In February 2019 Network Rail sold its commercial property business consisting of 5,200 properties, mainly railway arches, to a consortium of [[Telereal Trillium]] and [[Blackstone Inc.|Blackstone Property Partners]] for £1.46bn.<ref>{{cite news |url= https://www.theguardian.com/business/2018/sep/10/network-rail-sells-railway-arches-real-estate-investors-telereal-trillium-blackstone-property-partners |title=Network Rail sells railway arches to investors for £1.5bn |date=10 September 2018 |work=The Guardian }}</ref>

Network Rail works in five-year funding cycles called "Control Periods" (CP for short). The government specifies what is needed from Network Rail and sets out how much the government can afford to contribute. The [[Office of Rail and Road]] (ORR) then sets the level of fixed income that Network Rail is allowed to charge and assesses the amount of money needed by Network Rail to run efficiently. The last Control Period ran from 2014 to 2019; 1&nbsp;April 2019 was the start of ''Control Period 6''.<ref name=ap2019 />

In 2019, government funding for train operating companies amounted to £4.1&nbsp;billion, paying access charges to use the rail network, £2.1&nbsp;billion and freight £58&nbsp;million. In 2019, it spent £3.1&nbsp;billion on renewals (restoring existing infrastructure back to how it was when new) and £3.2&nbsp;billion on enhancements, with the rest spent on maintenance and other costs.<ref name=ap2019 />

==Assets==

=== Infrastructure ===
[[File:Brunel's Saltash Bridge.jpg|thumb|[[Royal Albert Bridge]] after refurbishment by Network Rail]]
Network Rail covers {{convert|20000|mi}} of track, and 30,000 bridges, tunnels and viaducts.<ref>{{cite web |title=Our history |url=https://www.networkrail.co.uk/who-we-are/about-us/ |access-date=7 November 2022 |publisher=Network Rail }}</ref> They claim to run the world's largest [[third rail]] network.<ref>{{cite web|title=Third rail - Network Rail|periodical=Networkrail.co.uk|publisher=|url=https://www.networkrail.co.uk/running-the-railway/looking-after-the-railway/track/third-rail|format=|access-date=12 September 2022}}</ref>

In February 2004, an operations centre at [[Waterloo station]] in London was opened, which was operated jointly by Network Rail and [[South West Trains]]. This was the first full collaboration of its kind since privatisation, and it is regarded as a model for other areas of the network, with a further six integrated Network Rail + TOC Control Centres having opened since then, at [[Blackfriars station|Blackfriars]], [[Croydon]] (Leading Control for Thameslink), {{rws|Swindon}}, {{rws|Birmingham New Street}}, [[Glasgow Central station|Glasgow]] and, most recently, [[Liverpool Street station|Liverpool Street]] and South Wales based in Cardiff Canton.{{citation needed|date=October 2016}}

Track renewal, the ongoing modernisation of the railway network by replacing track and signalling, continues to be carried out by private engineering firms under contract. The biggest renewals projects include the multibillion-pound upgrade of the London – Glasgow [[West Coast Main Line]], which was completed in 2008, the [[Thameslink Programme]] to upgrade the north–south railway through London and work on the part of [[Crossrail]] which is operated by Network Rail.<ref>{{cite web |url= https://www.networkrail.co.uk/improvements/indexpage.aspx |title=Our plan for rail in Britain |url-status=live |archive-url= https://web.archive.org/web/20161026210441/http://www.networkrail.co.uk/improvements/indexpage.aspx |archive-date=26 October 2016 }}</ref> A line closure for engineering or renewal works is known as a possession.

Network Rail has an internal infrastructure database known as GEOGIS. The system uses codes for four-digit Track IDs to identify which line at any location is referred to. The first number refers to track direction, with values of 1 (Up), 2 (Down), 3 (Reversible/Bi-directional), or 4 (Merry Go Round Loop). The second number refers to track use, which can be 1 (Main or Fast), 2 (Slow, Local or Relief), 3 (Goods), 4 (Single line), 5 (Loop), 6 (Terminal or Bay), 7 (Crossover), 8 (Other or Engine), or 9 (Single Siding). The third and fourth numbers refer to the track number, which can be any number from 00 to 99 inclusive, and are usually numbered sequentially.{{citation needed|date=May 2020}}

In 2006, Network Rail made public a high-tech plan to combat the effects of [[slippery rail]]. This plan involves the use of satellites for tracking trouble areas, water-jetting trains and crews using railhead scrubbers, sand sticks and a substance called Natrusolve, which dissolves leaf mulch.<ref>{{cite news |url= http://www.yorkpress.co.uk/news/1032195.leaves_on_line_cause_rail_delays/ |title=Leaves on line cause rail delays |newspaper=[[The Press (York)|The Press]] |place=York |publisher=[[Newsquest]] |first=Gavin |last=Aitchison |date=21 November 2006 |url-status=live |archive-url= https://web.archive.org/web/20160306031240/http://www.yorkpress.co.uk/news/1032195.leaves_on_line_cause_rail_delays/ |archive-date= 6 March 2016 }}</ref>

===Stations===
Network Rail owns more than 2,500 railway stations, divided into [[United Kingdom railway station categories|six categories]]. Management and operation of most of them is carried out mostly by the principal [[List of companies operating trains in the United Kingdom|train operating company]] serving that station; however, in a few cases the train operating company does not serve the station. For example, {{rws|Hinckley}} is served by [[CrossCountry]], but it is managed by [[East Midlands Railway]]. {{As of|2018|04}}, Network Rail manages 20 stations directly, with Clapham Junction and Guildford becoming managed stations on 1 April 2018.<ref name="networkrail.co.uk"/><ref>{{cite web |url=https://www.networkrail.co.uk/communities/passengers/our-stations/ |title=Our stations |publisher=Network Rail |access-date=19 April 2018 |url-status=dead |archive-url=https://web.archive.org/web/20180418010813/https://www.networkrail.co.uk/communities/passengers/our-stations/ |archive-date=18 April 2018 }}</ref> The stations Network Rail operate are:
{{col-begin||width=75%}}
{{col-2}}
'''National'''
*{{rws|Birmingham New Street}}
*{{rws|Bristol Temple Meads}}
*{{rws|Edinburgh Waverley}}
*{{stn|Glasgow Central}}
*{{rws|Guildford}}
*{{rws|Leeds}}
*{{rws|Liverpool Lime Street}}
*{{stn|Manchester Piccadilly}}
*{{rws|Reading}}
{{col-2}}
'''London stations'''
*[[London Bridge station|London Bridge]]
*[[London Cannon Street]]
*{{rws|London Charing Cross}}
*{{rws|Clapham Junction}}
*{{rws|London Euston}}
*{{rws|London King's Cross}}
*[[London Liverpool Street]]
*[[London Paddington]]
*[[London St Pancras International]] 
*[[London Victoria]]
*[[London Waterloo]]
{{col-end}}

Glasgow Central and Liverpool Lime Street stations are divided into high and low-level stations – the high-level stations are all termini used primarily by the main inter-city services to those stations. The low-level stations are through routes on local commuter networks that are largely separate from other routes to the main station; these platforms are not managed by Network Rail, but instead by the rail operator that primarily uses them, [[ScotRail]] and [[Merseyrail]] respectively.{{Citation needed|date=February 2021}}

Network Rail operated {{rws|Gatwick Airport}} station until January 2012 when it was transferred to [[Southern (train operating company)|Southern]], and {{rws|Fenchurch Street}} until November 2014 when it was transferred to [[c2c]]. Network Rail took over management of Bristol Temple Meads and Reading in April 2014.<ref>{{Cite web |title=Railnews: Royal opening for modernised Reading |url= http://www.railnews.co.uk/news/2014/07/17-royal-opening-for-modernised-reading.html |date=July 2014 |access-date=22 December 2014 |url-status=live |archive-url= https://web.archive.org/web/20150403012204/http://www.railnews.co.uk/news/2014/07/17-royal-opening-for-modernised-reading.html |archive-date=3 April 2015 }}</ref>

A DfT franchise report in 2014 stated Network Rail's intention to subsume more major stations into Network Rail's directly operated portfolio. The report earmarked {{rws|York}} for Network Rail management, as well as [[Manchester Oxford Road]] and [[Manchester Victoria]] which are currently undergoing major rebuilding as part of the [[Northern Hub]].<ref>{{Cite web |url= https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/318230/tpe-prospectus.pdf |last=Department for Transport Rail Executive |title=Growth and Opportunity: TransPennine Express Prospectus |date=June 2014 |page=82 |access-date=3 February 2017 |url-status=live |archive-url= https://web.archive.org/web/20170425082237/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/318230/tpe-prospectus.pdf |archive-date=25 April 2017 }}</ref> However {{as of|2017|9|lc=1}} the two Manchester stations remained under the operatorship of [[Arriva Rail North]].<ref>{{cite web |url= http://www.nationalrail.co.uk/stations/MCO/details.html |title=Manchester Oxford Road station facilities |publisher=Network Rail |access-date=10 September 2017 |url-status=live |archive-url= https://web.archive.org/web/20170911024411/http://www.nationalrail.co.uk/stations/MCO/details.html|archive-date=11 September 2017}}</ref><ref>{{cite web |url= http://www.nationalrail.co.uk/stations/MCV/details.html|title=Manchester Victoria station facilities |publisher=Network Rail |access-date=20 September 2017 |url-status=live |archive-url= http://archive.wikiwix.com/cache/20110817083349/http://www.nationalrail.co.uk/stations/MCV/details.html |archive-date=17 August 2011 }}</ref>

There are a small number of stations on the National Rail network that are not owned by Network Rail. As of 2022<ref>{{cite book |title=Network Statement 2023 |url=https://www.networkrail.co.uk/wp-content/uploads/2022/01/Network-Statement-2023.pdf |publisher=Network Rail |access-date=25 September 2023 |page=22|format=PDF<!--Deny Citation Bot-->}}</ref> these are:
{| class="wikitable"
|-
! Station name
! Owner
|-
|{{rws|Ardrossan Harbour}}
| [[Peel Ports]]
|-
|-
|{{rws|Aylesbury Vale Parkway}}
| [[Public-private partnership|Aylesbury Vale Parkway Ltd]]
|-
|{{rws|Bromsgrove}}
| [[West Midlands Combined Authority]]
|-
|{{rws|Coleshill Parkway}}
| [[Public-private partnership|Coleshill Parkway Ltd]]
|-
|{{rws|Dunrobin Castle}}
| [[Earl of Sutherland]]
|-
|{{rws|Ebbsfleet International}}
| [[High Speed 1|HS1 Ltd]]
|-
|{{rws|Fishguard Harbour}}
| [[Stena Line]]
|-
|{{rws|Horwich Parkway}}
| [[Transport for Greater Manchester]]
|-
|{{rws|Prestwick International Airport}}
| [[Glasgow Prestwick Airport]]
|-
|{{rws|Southend Airport}}
| [[London Southend Airport]]
|-
|{{rws|Stranraer}}
| [[Stena Line]]
|-
|{{rws|Stratford International}}
| [[High Speed 1|HS1 Ltd]]
|-
|{{rws|Warwick Parkway}}
| [[Warwickshire County Council]]
|}

===Training facilities===
[[File:Network Rail 30July06.JPG|thumb|Network Rail's Coventry leadership development centre, Westwood.]]
Network Rail has several training and development sites around Britain. These include sites in York, Peterborough, Derby, Leeds, [[Walsall]] and [[Larbert]] which provide refresher courses, and train staff in new equipment. Advanced Apprentice Scheme trainees are trained at Network Rail's Westwood training centre for the first five months of their apprenticeship and then are trained further at {{HMS|Sultan|shore establishment|6}} in Gosport over seven 2-week periods or five 3-week periods (throughout their second and third year) of their apprenticeship, using a combination of [[Royal Navy]] facilities and a specially installed training centre. All courses are taught by VT Flagship (part of [[Babcock International]]) in the first year but apprentices are trained by Network Rail staff in the second and third years.<ref>{{cite web |url= http://www.networkrail.co.uk/careers/schemes/students-and-graduates/advanced-apprenticeship-scheme/ |title=Advanced Apprenticeship Scheme |publisher=Network Rail |url-status=live |archive-url= https://web.archive.org/web/20161026233524/http://www.networkrail.co.uk/careers/schemes/students-and-graduates/advanced-apprenticeship-scheme/ |archive-date=26 October 2016 }}</ref> Network Rail bought a residential centre from [[Cable & Wireless plc|Cable and Wireless]] in the Westwood Business Centre near [[Coventry]] for leadership development. The company and other industry partners such as [[VolkerRail]] and Balfour Beatty also operate a Foundation Degree in conjunction with [[Sheffield Hallam University]].{{Citation needed|date=February 2021}}

In 2008, Network Rail piloted its first qualification in "track engineering". It has been given permission to develop courses equivalent to GCSE and A-levels.<ref>{{cite news |url= http://news.bbc.co.uk/2/hi/uk_news/education/7211958.stm |title=McDonald's 'A-level' is launched |work=BBC News |date=27 January 2008 |url-status=live |archive-url= https://web.archive.org/web/20160306121756/http://news.bbc.co.uk/2/hi/uk_news/education/7211958.stm |archive-date=6 March 2016 }}</ref>

===Telecoms assets===
{{Unreferenced section|date=February 2021}}
Network Rail operates various essential telecommunication circuits for signalling and electrification control systems, train radio systems, lineside communications, level crossing CCTV, station information and security systems as well as more general IT and business telephony needs. The fixed bearer network infrastructure comprises transmission systems and telephone exchanges linked by a fibre optic and copper cable network that is located mainly within trackside troughing routes on the former [[British Rail Telecommunications]] network. (It is the largest private telecoms network in the UK).

Network Rail operates several analogue radio networks that support mobile communication applications for drivers and lineside workers which consist of base stations, antenna systems and control equipment. The National Radio Network (NRN) was developed specifically for the operational railway; it provides radio coverage for 98% of the rail network through 500 base stations and 21 radio exchanges. The Radio Electronic Token Block [[RETB]] system is based on similar technology as the NRN and ORN but provides data communication for signalling token exchange as well as voice communication.{{Citation needed|date=April 2010}}

Fixed communication at trackside is provided by telephone. These are primarily provided for signallers to communicate with train crew, via telephones mounted on signal posts, and with the public through telephones located at level crossings.
GAI-Tronics provides many of the telephones sited on trackside and at level crossings. They also provide Public Access Help Points on platforms and stations to provide passengers with easy access to Information and Emergency control centres.

[[GSM-R]] radio systems are being introduced across [[Europe]] under [[EU]] legislation for interoperability. In the UK, {{as of|2014|3|lc=y}}, Network Rail is well underway in the UK implementation of GSM-R to replace its legacy National Radio Network (NRN) and Cab Secure Radio (CSR) systems currently in use.

===Rolling stock===
{{more citations needed section|date=September 2023}}
Network Rail operates a large variety of DMUs, locomotives and rolling stock to perform safety checks and maintenance (this fleet is not to be confused with the combined rolling stock assets of [[Rail Delivery Group]] members who work in combination as ''[[National Rail]]''). As well as the multiple units and locomotives, Network Rail own and operate a large stock of rolling stock for particular testing duties and track maintenance. Network Rail also hire freight locomotives from various freight operators including [[DB Cargo UK]], [[Freightliner Group|Freightliner]], [[Colas Rail]] and [[GB Railfreight]] amongst others to operate engineers' trains in support of maintenance and renewal work. Network Rail's Infrastructure Monitoring fleet of test trains is operated by Colas Rail, primarily using locomotives from Colas' and Network Rail's own fleets,<ref name = "fine record2016">{{cite magazine |url = https://www.railmagazine.com/news/rail-features/a-fine-track-record |title = A fine track record |magazine = Rail Magazine |first = Richard |last = Clinnick |date = 21 November 2016}}</ref> but have also used locomotives hired from other companies such as [[Direct Rail Services]], GB Railfreight and [[Europhoenix]] as required.
<gallery>
File:2009 at Fairwater crane 96715.JPG|Breakdown crane
File:Switch and Crossing Rail Grinder DR79261 and DR79271.jpg|[[Railgrinder]] for switches and crossings
File:Tamworth railway station MMB 27 43062.jpg|[[New Measurement Train]]
File:DR 98931 Tonbridge to Tonbridge (22476971424).jpg|Railhead treatment train
File:Didcot - Network Rail DR80211 (66005).JPG|[[Stoneblower]] at {{stnlnk|Didcot}}
File:Class 37 97302.jpg|[[British Rail Class 97|Class 97/3]] Locomotive for [[ERTMS in Great Britain|ERTMS]] Testing purposes.
</gallery>

==Development==

===Current investment programme===
{{hatnote|See also: [[History of rail transport in Great Britain 1995 to date#Timeline of improvements|Timeline of future railway upgrades in Britain]]}}
[[File:GBR rail passengers by year 1830-2015.png|thumb|360px|Rail Passengers in Great Britain from 1829 to 2021, showing the early era of small railway companies, the amalgamation into the "Big Four", nationalisation and finally the current era of privatisation.]]
From 1997 to 2014 (inclusive), passenger numbers have more than doubled, following little growth in the previous decades. To cope with the increasing passenger numbers, Network Rail is currently undertaking a £38{{nbsp}}billion [[History of rail transport in Great Britain 1995 to date#Timeline of improvements|programme of upgrades]] to the network, including [[Crossrail]], [[Railway electrification in Great Britain|electrification of lines]], [[European Rail Traffic Management System in Great Britain|in-cab signalling]], new [[Intercity Express Programme|inter-city trains]], [[Thameslink Programme|upgrading Thameslink]], and a new [[HS2|high-speed line]].{{Citation needed|date=February 2021}}

===The GRIP process===
For investment projects, as opposed to routine maintenance, Network Rail has developed an eight-stage process designed to minimise and mitigate risks. This is known as the Governance for Railway Investment Projects (GRIP), previously known as “Guide to Rail Investment Projects”.<ref name=GRIP>{{cite web |url= http://www.networkrail.co.uk/aspx/4171.aspx |title=The GRIP process |url-status=live |archive-url= https://web.archive.org/web/20161026233928/http://www.networkrail.co.uk/aspx/4171.aspx |archive-date=26 October 2016 }}</ref> The stages are as follows:
# output definition;
# pre-feasibility;
# option selection;
# single option development;
# detailed design;
# construction, test and commission;
# scheme hand back;
# project close out.

Each stage delivers an agreed set of outputs to defined quality criteria.<ref name=GRIP/> The process has been criticised as cumbersome by some and it is proposed to replace it with  a new process with the acronym PACE- Project Acceleration in a Controlled Environment.<ref>{{Cite web|date=February 2021|title=Project Speed Briefing|url=https://www.acenet.co.uk/media/6668/ace-project-speed-briefing-rail.pdf|website=ACE}}</ref><ref>{{Cite web|title=NR/L2/P3M/201 - Project Acceleration in a Controlled Environment (PACE) {{!}} Engineering360|url=https://standards.globalspec.com/std/14354493/nr-l2-p3m-201|access-date=1 April 2021|website=standards.globalspec.com}}</ref>

===Control periods===

{{Main|Network Rail Control Periods}}
For financial and other planning purposes, Network Rail works within 5-year "Control Periods", each one beginning on 1 April and ending on 31 March to coincide with the financial reporting year. These periods were inherited from Railtrack, so that the earlier ones are retrospective, and not necessarily of 5 years duration. They are as follows:<ref name="ORRcontrolperiods">{{cite web| url=https://dataportal.orr.gov.uk/media/1831/railway-control-periods-cp1-to-cp6.ods |author=[[Office of Rail and Road]] |title=Railway Control Periods CP1 to CP6 (1995-96 to 2023-24 |format=ODS)}}</ref>
* Control Period 1 (CP1): 1995–1999
* Control Period 2 (CP2): 1999–2004
* Control Period 3 (CP3): 2004–2009
* Control Period 4 (CP4): 2009–2014
* Control Period 5 (CP5): 2014–2019
* Control Period 6 (CP6): 2019–2024
* Control Period 7 (CP7): 2024–2029
* Control Period 8 (CP8): 2029–2034

The [[Secretary of State for Transport]] regularly issues a ''High-Level Output Specification'' (HLOS) indicating what work the Government wishes to be undertaken during a given Control Period.<ref>{{cite web |url= https://www.gov.uk/government/publications/high-level-output-specification-2012 |last=[[Department for Transport]] |title=Policy paper: High level output specification 2012 |date=16 July 2012 |access-date=27 January 2017 |url-status=live |archive-url= https://web.archive.org/web/20170425122456/https://www.gov.uk/government/publications/high-level-output-specification-2012 |archive-date=25 April 2017 }}</ref>

===Route plans===
[[File:Map of Network Rail Strategic Routes in England and Wales 2014.svg|350px|thumb|Strategic Routes in England and Wales 2014.]]
Network Rail regularly publishes a Strategic Business Plan detailing their policies, processes and plans, as well as financial expenditure and other data. The most recent complete business plan was published in January 2013.<ref name=NRBP2014>{{cite web |url= http://www.networkrail.co.uk/publications/strategic-business-plan-for-cp5/ |title= Strategic business plans 2014–19 |publisher= Network Rail |access-date= 20 February 2013 |url-status= dead |archive-url= https://web.archive.org/web/20130116181105/http://www.networkrail.co.uk/publications/strategic-business-plan-for-cp5/ |archive-date= 16 January 2013 |df= dmy-all }}</ref> Within these plans the rail network is divided into ten “devolved routes” or “operational routes”, with a Route Plan for each being published annually.<ref name=NRBP2014/>
Each route or other plan covers a number of railway lines usually defined by geographical area and the routes are further subdivided into 17 “strategic routes”, each divided into Strategic Route Sections (SRS) and given an SRS number and name.<ref name=NRNRS>{{cite web|url= http://www.networkrail.co.uk/Network_Specifications.aspx/|title= Network and Route Specifications|publisher= Network Rail|access-date= 21 March 2015|url-status= dead|archive-url= https://web.archive.org/web/20150330152116/http://www.networkrail.co.uk/Network_Specifications.aspx|archive-date= 30 March 2015|df= dmy-all}}</ref> The plans also detail the geography of routes, stations, major junctions, capacity constraints and other issues and provide data on [[Loading gauge#Great Britain|freight gauge]], [[Railway electrification system|electrification]], line speed, number of tracks, capacity and other information. The plans also detail the expected future demand and development of each route, their predicted expenditure and their maintenance and investment requirements.<ref name=NRRPI>
{{cite book |url=http://www.networkrail.co.uk/documents/3129_introduction.pdf |title=Network Rail Route Plans Introduction |publisher=Network Rail |access-date=20 May 2009 |url-status=dead |archive-url=https://web.archive.org/web/20110607104516/http://www.networkrail.co.uk/documents/3129_introduction.pdf |archive-date=7 June 2011 |format=PDF<!--Deny Citation Bot-->}}{{page needed|date=September 2023}}</ref>

The devolved routes were introduced in 2011,<ref name=NRNSA>{{cite web |url=http://www.networkrail.co.uk/publications/network-specifications-archive/ |title=Network specifications archive |publisher=Network Rail |access-date=21 March 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150401084557/http://www.networkrail.co.uk/publications/network-specifications-archive/ |archive-date=1 April 2015}}</ref> and the 17 strategic routes labelled "A" to "Q" were introduced in 2010. From 2004 to 2009, the network had been divided into 26 strategic routes numbered "1" to "26". In 2003, the network had been divided into 41 strategic routes numbered "1" to "41".<ref name=NRRPA>
{{cite web |url=http://www.networkrail.co.uk/Route_Plans_archive.aspx |title=Route Plans archive |publisher=Network Rail |access-date=21 March 2015 |url-status=live |archive-url=https://web.archive.org/web/20150402113846/http://www.networkrail.co.uk/Route_Plans_archive.aspx |archive-date=2 April 2015}}</ref>

The 2011 devolved routes and strategic routes are organised as in the table below.<ref name= NRNRS/>

{| class="wikitable" style="clear:both;"
|-
! Devolved Route 
! colspan=3 | Strategic Route 
! Primary routes 
! Other destinations 
! {{small|Former strategic routes 2004–09}}
|- 
| rowspan=2 | South East
| A
| style="background-color:#c8c8c8;" | 
| Kent and High Speed One
| {{plainlist|
*{{rws| London Charing Cross}} – {{rws| Ashford International}}
*{{rws| London St Pancras International}} – Channel Tunnel
}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Canterbury East}}
*{{rws| Dover Priory}}
*{{rws| Folkestone Central}}
*{{rws| Hastings}}
*{{rws| London Bridge}}
*{{rws| London Cannon Street}}
*{{rws| Maidstone East}}
*{{rws| Margate}}
*{{rws| Rochester}}
*{{rws| Sevenoaks}}
*{{rws| Tonbridge}}
}}
| {{small|1. Kent}}
|- 
| B
| style="background-color:#1f78b4;" | 
| Sussex
| {{rws| London Victoria}} – {{rws| Brighton}} 
| {{flatlist|style=font-size: 85%;|
*{{rws| Chichester}}
*{{rws| Clapham Junction}}
*{{rws| Dorking}}
*{{rws| Eastbourne}}
*{{rws| London Blackfriars}}
*{{rws| London Bridge}}
*{{rws| London St Pancras International}}
*{{rws| Redhill}}
}}
| {{small|2. Brighton Main Line & Sussex}}
|-
| Wessex
| C
| style="background-color:#fdbf6f;" | 
| Wessex
| [[London Waterloo]] – {{rws| Southampton Central}}
| {{flatlist|style=font-size: 85%;|
*{{rws|Ascot|Berkshire}}
*{{rws| Basingstoke}}
*{{rws| Bournemouth}}
*{{rws| Clapham Junction}}
*{{rws| Dorchester South}}
*{{rws| Exeter St Davids}}
*{{rws| Guildford|Surrey}}
*{{rws| Kew Bridge}}
*{{rws| Poole}}
*{{rws| Portsmouth Harbour}}
*{{rws| Salisbury}}
*{{rws| Shanklin}}
*{{rws| Shepperton}}
*{{rws| Staines}}
*{{rws| Weymouth}}
*{{rws| Windsor & Eton Riverside}}
*{{rws| Woking}}
}}
| {{plainlist|style=font-size: 85%;|
*3. South West Main Line
*4. Wessex Routes
}}
|-
| rowspan=3 | Anglia
| D
| style="background-color:#d5bb8b;" |
| East Anglia
| {{rws| London Liverpool Street}} – {{rws| Norwich}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Cambridge}}
*{{rws| Ely}}
*{{rws| Felixstowe}}
*{{rws| Great Yarmouth}}
*{{rws| Lowestoft}}
*{{rws| Harwich Town}}
*{{rws| Ipswich}}
*{{rws| Kings Lynn}}
*{{rws| Southend Victoria}}
}}
| {{plainlist|style=font-size: 85%;|
*[[Network Rail Route 5 (West Anglia)|5. West Anglia]]
*[[Network Rail Route 7 (Great Eastern)|7. Great Eastern]]
}}
|-
| E
| style="background-color:#a7b51d;" |
| North London Line
| ''none''
| {{flatlist|style=font-size: 85%;|
*{{rws| Barking}}
*{{rws| Gospel Oak}}
*{{rws| Richmond|London}}
*{{rws| Stratford}}
}}
| {{small|[[Network Rail Route 6 (North London Line and Thameside)|6. North London Line and Thameside]] (part)}}
|-
| F
| style="background-color:#e31a1c;" |
| Thameside
| ''none''
| {{flatlist|style=font-size: 85%;|
*{{rws| Fenchurch Street}}
*{{rws| Shoeburyness}}
*{{rws| Southend Central}}
}}
| {{small|[[Network Rail Route 6 (North London Line and Thameside)|6. North London Line and Thameside]] (part)}}
|-
| rowspan=3 | London North Eastern and East Midland
| G
| style="background-color:#33a02c;" |
| East Coast Main Line and North East
| {{rws| London King's Cross}} – {{rws| Leeds}} and {{rws| Edinburgh Waverley}} 
| {{flatlist|style=font-size: 85%;|
*{{rws| Doncaster}}
*{{rws| Durham}}
*{{rws| Lincoln Central}}
*{{rws| Newcastle}}
*{{rws| Peterborough}}
*{{rws| Whitby}}
*{{rws| York}}
}}
| {{plainlist|style=font-size: 85%;|
*8. East Coast Main Line
*9. North East Routes (part)
*11. South Cross-Pennine, South Yorkshire and Lincolnshire (part)
}}
|-
| H
| style="background-color:#a6cee3;" |
| Cross-Pennine, Yorkshire & Humber and North West (East section)
| {{rws| Chesterfield}} – {{rws| Barnetby}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Barnsley}}
*{{rws| Bradford Interchange}}
*{{rws| Huddersfield}}
*[[Hull Paragon Interchange|Hull]]
*{{rws| Leeds}}
*{{rws| Scarborough}}
*{{rws| Sheffield}}
*{{rws| Skipton}}
*{{rws| York}}
}}
| {{plainlist|style=font-size: 85%;|
*9. North East Routes (part)
*10. North Cross-Pennine, North and West Yorkshire
*11. South Cross-Pennine, South Yorkshire and Lincolnshire (part)
}}
|-
| I
| style="background-color:#fb9a99;" |
| East Midlands
| {{plainlist|
*{{rws| London St Pancras International}} – {{rws| Nottingham}}, {{rws| Sheffield}}, {{rws| Chesterfield}}
*{{rws| Burton-on-Trent}} – {{rws| Derby}}
}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Bedford}}
*{{rws| Leicester}}
*{{rws| Matlock}}
*{{rws| Skegness}}
}}
| {{small|19. Midland Main Line and East Midlands}}
|-
| rowspan = 2 | Western
| J
| style="background-color:#b15928;" |
| London and West
| {{rws| London Paddington}} – {{rws| Oxford}}, {{rws| Bristol Parkway}}, Severn Tunnel, {{rws| Taunton}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Heathrow Central}}
*{{rws| Heathrow Terminal 4}}
*{{rws| Newbury}}
*{{rws| Reading}}
*{{rws| Didcot Parkway}}
*{{rws| South Ruislip}}
*{{rws| Swindon}}
*{{rws| Windsor & Eton Central}}
}}
| {{plainlist|style=font-size: 85%;|
*12. Reading to Penzance (part)
*13. Great Western Main Line (part)
}}
|-
| K
| style="background-color:#4cc9c6;" |
| West of England
| {{plainlist|
*{{rws| Swindon}} – {{rws| Bristol Temple Meads}}
*{{rws| Bristol Parkway}} – {{rws| Plymouth}}
*{{rws| Bristol Temple Meads}} – {{rws| Cheltenham Spa}}
}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Barnstaple}}
*{{rws| Bath Spa}}
*{{rws| Exeter St Davids}}
*{{rws| Gloucester}}
*{{rws| Penzance}}
*{{rws| Taunton}}
}}
| {{plainlist|style=font-size: 85%;|
*12. Reading to Penzance (part)
*13. Great Western Main Line (part)
}}
|-
| Wales
| L
| style="background-color:#b2df8a;" |
| Wales
| Severn Tunnel – {{rws| Swansea}}
|{{flatlist|style=font-size: 85%;|
*{{rws| Aberdare}}
*{{rws| Aberystwyth}}
*{{rws| Bangor|Gwynedd}}
*{{rws| Blaenau Ffestiniog}}
*{{rws| Caerphilly}}
*{{rws| Cardiff Central}}
*{{rws| Carmarthen}}
*{{rws| Crewe}}
*{{rws| Fishguard Harbour}}
*{{rws| Gloucester}}
*{{rws| Hereford}}
*{{rws| Holyhead}}
*{{rws| Llandudno}}
*{{rws| Merthyr Tydfil}}
*{{rws| Milford Haven}}
*{{rws| Newport}}
*{{rws| Pembroke Dock}}
*{{rws| Port Talbot Parkway}}
*{{rws| Pwllheli}}
*{{rws| Rhyl}}
*{{rws| Rhymney}}
*{{rws| Shrewsbury}}
*{{rws| Tenby}}
*{{rws| Treherbert}}
*{{rws| Wrexham General}}
}}
| {{plainlist|style=font-size: 85%;|
*13. Great Western Main Line (part)
*14. South and Central Wales and Borders
*15. South Wales Valleys
*22. North Wales and Borders
}}
|-
| rowspan = 4 | London North Western
| H
| style="background-color:#a6cee3;" |
| Cross-Pennine, Yorkshire & Humber and North West (West section)
| {{plainlist|
*{{rws| Crewe}} – {{rws| Manchester Piccadilly}}
*{{rws| Liverpool South Parkway}} – {{rws| Liverpool Lime Street}}
}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Barrow-in-Furness}}
*{{rws| Blackburn}}
*{{rws| Blackpool North}}
*{{rws| Bolton}}
*{{rws| Burnley Central}}
*{{rws| Buxton}}
*{{rws| Carlisle}}
*{{rws| Colne}}
*{{rws| Lancaster}}
*{{rws| Manchester Victoria}}
*{{rws| Morecambe}}
*{{rws| Preston}}
*{{rws| Settle}}
*{{rws| Southport}}
*{{rws| Todmorden}}
*{{rws| Warrington Central}}
*{{rws| Wigan Wallgate}}
*{{rws| Windermere}}
}}
| {{plainlist|style=font-size: 85%;|
*20. North West Urban
*[[Network Rail Route 23 (North West Rural)|23. North West Rural]]
}}
|-
| M
| style="background-color:#cab2d6;" |
| West Midlands and Chilterns
| {{rws| Birmingham New Street}} – {{rws| Oxford}}, {{rws| Cheltenham Spa}}, {{rws| Rugby}}, {{rws| Burton-on-Trent}} and {{rws| Stafford}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Banbury}}
*{{rws| Bicester Village}}
*{{rws| Coventry}}
*{{rws| High Wycombe}}
*{{rws| Kidderminster}}
*{{rws| London Marylebone}}
*{{rws| Nuneaton}}
*{{rws| Stratford-upon-Avon}}
*{{rws| Warwick}}
*{{rws| Wolverhampton}}
*{{rws| Worcester Foregate Street}}
}}
| {{plainlist|style=font-size: 85%;|
*16. Chilterns
*17. West Midlands
}} 
|-
| N
| style="background-color:black;" |
| West Coast Main Line
| {{rws| London Euston}} – {{rws| Liverpool South Parkway}}, {{rws| Cheadle Hulme}} & {{rws| Carstairs}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Bedford St Johns}}
*{{rws|Bletchley}}
*{{rws| Carlisle}}
*{{rws| Chester}}
*{{rws| Crewe}}
*{{rws| Lancaster}}
*{{rws| Macclesfield}}
*{{rws| Milton Keynes Central}}
*{{rws| Northampton}}
*{{rws| Preston}}
*{{rws| Rugby}}
*{{rws| Runcorn}}
*{{rws| St Albans Abbey}}
*{{rws| Stafford}}
*{{rws| Stoke-on-Trent}}
*{{rws| Warrington Bank Quay}}
*{{rws| Wigan North Western}}
}}
| {{small|18. West Coast Main Line}}
|-
| O
| style="background-color:#fad600;" |
| Merseyside
| ''none''
| {{flatlist|style=font-size: 85%;|
*{{rws| Chester}}
*{{rws| Ellesmere Port}}
*{{rws| Kirkby}}
*{{rws| Liverpool Central}}
*{{rws| Liverpool Lime Street}}
*{{rws| Liverpool South Parkway}}
*{{rws| New Brighton}}
*{{rws| Ormskirk}}
*{{rws| Southport}}
*{{rws| West Kirby}}
}}
| {{small|21. Merseyrail}}
|-
| rowspan = 2 | Scotland
| P
| style="background-color:#ff7f00;" |
| Scotland East
| {{rws| Edinburgh Waverley}} – {{rws| Carstairs}} & {{rws| Falkirk High}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Aberdeen}}
*{{rws| Dundee}}
*{{rws| Glasgow Queen Street}} High Level
*{{rws| Inverness}}
*{{rws| Kyle of Lochalsh}}
*[[Stirling railway station, Scotland|Stirling]]
*{{rws| Thurso}}
*{{rws| Wick}}
}}
| {{plainlist|style=font-size: 85%;|
*24. East of Scotland
*25. Highlands (part)
}}
|-
| Q
| style="background-color:#e719ca;" |
| Scotland West
| {{rws| Carstairs}} – {{rws| Glasgow Central}}
| {{flatlist|style=font-size: 85%;|
*{{rws| Ardrossan Harbour}}
*{{rws| Ayr}}
*{{rws| Dumbarton Central}}
*{{rws| Dumfries}}
*{{rws| Fort William}}
*{{rws| Glasgow Queen Street}} Low Level
*{{rws| Greenock Central}}
*{{rws| Helensburgh Central}}
*{{rws| Largs}}
*{{rws| Mallaig}}
*{{rws| Oban}}
*{{rws| Stranraer}}
}}
| {{plainlist|style=font-size: 85%;|
*25. Highlands (part)
*26. Strathclyde and South West Scotland
}}
|}

==Governance structure and accountability==

===Formal governance structure===
The company is accountable to a body of members through its corporate constitution,<ref>{{cite book |url=http://www.networkrail.co.uk/browse%20documents/corporate%20responsibility%20report/networkrailcrreport2006.pdf |title=Playing Our Part: Corporate Responsibility Report 2006 |date=July 2006 |place=London |publisher=Network Rail |url-status=dead |archive-url=https://web.archive.org/web/20081219164647/http://www.networkrail.co.uk/browse%20documents/corporate%20responsibility%20report/networkrailcrreport2006.pdf |archive-date=19 December 2008 |access-date=19 April 2007 }}</ref> to its commercial train operator customers through its contracts with them (the contracts are subject to regulatory oversight), and to the public interest through the statutory powers of the [[Office of Rail and Road]] (ORR).<ref>{{cite web |url= http://www.rail-reg.gov.uk/ |last=Office of Rail and Road |title=Office of Rail and Road |date=2017 |access-date=27 January 2017 |url-status=live |archive-url= https://web.archive.org/web/20140127201437/http://www.rail-reg.gov.uk/ |archive-date=27 January 2014 }}</ref>

Since Network Rail does not have shareholders, its members hold the board of directors to account for their management of the business. From 1 July 2015 all the members were removed leaving the special member, the [[Secretary of State for Transport]], as the sole member of Network Rail.<ref>{{cite web |url= https://www.networkrail.co.uk/aspx/721.aspx |title=Our members |publisher=Network Rail |access-date=19 July 2015 |url-status=live |archive-url= https://web.archive.org/web/20150910020550/http://www.networkrail.co.uk/aspx/721.aspx |archive-date=10 September 2015 }}</ref>

Previously at any one time there were around 100 members in total, drawn from a wide range of industry partners and members of the public. There were two general categories of membership, industry members comprising any organisation holding a licence to operate on the railway or preferred bidder for a railway franchise, and public members who were drawn from the wider stakeholder community. Members were appointed by an independent panel and served a three-year term. They had a number of statutory rights and duties which included attending annual general meetings, receiving the Annual Report and Accounts, and approving the appointment or re-appointment of Network Rail's directors. Members had a duty to act in the best interests of the company without personal bias. They received no payments other than travel expenses.{{citation needed|date=February 2016}}

Setting the strategic direction and the day-to-day management of Network Rail is the responsibility of the company's board of directors. That direction must be consistent with the regulatory jurisdiction of the ORR, and with the requirements of its contracts. The ORR in turn operates within the overall transport policy set by the UK [[Department for Transport]] and the [[Scottish government]], including as to what the government wants the railway industry to achieve and how much money the government is prepared to put into the industry. This means that the degree of government influence and control over the company is higher than it was before these enlargements of the powers and role of the government were introduced by the [[Railways Act 2005]].{{citation needed|date=February 2016}}

The board of Network Rail are:<ref name = board >{{cite web |title=Our board |url=https://www.networkrail.co.uk/who-we-are/how-we-work/our-leadership/our-board/ |publisher=Network Rail |access-date=25 October 2025}}</ref>
*Chair {{ndash}} Mike Putnam (acting)
*Chief executive officer {{ndash}}  Jeremy Westlake
*Chief financial officer {{ndash}} Paul Marshall

===Monitoring Network Rail's performance===
The [[Office of Rail and Road]] (ORR) monitors Network Rail's performance on a continuous basis against targets established by the regulatory authority in the most recent access charges review (2003), against obligations in the company's network licence and against forecasts in its own business plan. If performance is poor, the company will face criticism and possible enforcement action from its commercial customers (under their contracts) and from the ORR (enforcing the company's network licence). It may also be criticised by its members in general meeting.{{citation needed|date=February 2016}}

In the annual report 2014/15, the ORR reported that the [[Public Performance Measure]] (PPM) was 89.6%, 1.4 percentage points (pp) below target in England and Wales, and PPM in Scotland was 90.5%, 1.5pp below its regulatory performance target of 92%.<ref>{{cite web |url= http://orr.gov.uk/__data/assets/pdf_file/0019/18154/annual-report-2014-15-web.pdf |title=ORR Annual report 2014–15 |date=11 June 2015 |url-status=live |archive-url= https://web.archive.org/web/20160304083845/http://orr.gov.uk/__data/assets/pdf_file/0019/18154/annual-report-2014-15-web.pdf |archive-date=4 March 2016 }}</ref>

===Informal governance groups===
====Railway Industry Planning Group (RIPG)====
The Railway Industry Planning Group (RIPG), chaired by Network Rail, has as its purpose railway industry input into the structure and development of the national railway strategic planning processes. Its members are drawn from railway funders, operators and users,<ref>{{cite web |url= http://www.networkrail.co.uk/cp5-delivery-plan/cp5-enhancements-delivery-plan.pdf |title=CP5 Enhancements Delivery Plan |page=5 |url-status=dead |archive-url= https://web.archive.org/web/20151208172608/http://www.networkrail.co.uk/cp5-delivery-plan/cp5-enhancements-delivery-plan.pdf |archive-date=8 December 2015 }}</ref> and the group meets quarterly to consider:{{citation needed|date=October 2016}}
* rail industry liaison with regional and local government
* Regional (and Scotland and Wales) Planning Assessments
* [[Route Utilisation Strategies]]
* specification of passenger operator franchises
* High Level Output Specifications and Network Rail's Strategic Business Plan
* Network Rail's Business Planning Criteria, Business Plan and Route Plans.

==Safety==
[[File:Rail fatalities of European countries.png|thumb|330px|2013 Rail fatalities per billion passenger-km in European countries.<ref>{{cite web |url= http://ec.europa.eu/eurostat/statistics-explained/images/c/c0/Rail_traffic_performance_and_no_of_significant_accidents_EU-28%2C_2013.png |title=Eurostat accident and passenger usage statistics |url-status=live |archive-url= https://web.archive.org/web/20170202004749/http://ec.europa.eu/eurostat/statistics-explained/images/c/c0/Rail_traffic_performance_and_no_of_significant_accidents_EU-28%2C_2013.png |archive-date=2 February 2017 }}</ref>]]

While generally good, the safety record of the company was marred in February 2007 when a Virgin express [[Grayrigg derailment|derailed at Grayrigg]] in [[Cumbria]]. Network Rail admitted responsibility for the incident. The [[RAIB]] investigation concluded in 2009 that a faulty set of points had caused the derailment.<ref>{{cite book |url= http://www.raib.gov.uk/cms_resources.cfm?file=/081023_R202008_Grayrigg_v3.pdf |title=Derailment at Grayrigg 23 February 2007 |publisher=[[Rail Accident Investigation Branch]] |year=2009 |url-status=dead |archive-url= https://web.archive.org/web/20141017151306/http://www.raib.gov.uk/cms_resources.cfm?file=%2F081023_R202008_Grayrigg_v3.pdf |archive-date=17 October 2014 |format=PDF<!--Deny Citation Bot-->}}{{page needed|date=September 2023}}</ref> In 2012 the [[Office of Rail Regulation]] announced that Network Rail was to be prosecuted under the [[Health and Safety at Work etc. Act 1974]] for "failure to provide and implement suitable and sufficient standards, procedures, guidance, training, tools and resources for the inspection and maintenance of fixed stretcher bar points".  Network Rail pleaded guilty and were fined £4.1{{nbsp}}million including legal costs.<ref name="BBC16544694">{{cite news |url= https://www.bbc.co.uk/news/business-23974267 |title=Network Rail appoints new boss Mark Carne |work=BBC News |access-date=6 March 2014 |date=5 September 2013 |url-status=live |archive-url= https://web.archive.org/web/20131123022837/http://www.bbc.co.uk/news/business-23974267 |archive-date=23 November 2013 }}</ref><ref>{{cite news |url= https://www.independent.co.uk/news/uk/home-news/network-rail-fined-4m-over-preventable-crash-7619182.html |title=Network Rail fined £4m over 'preventable' crash |newspaper=[[The Independent]] |access-date=6 April 2012 |first=Kevin |last=Rawlinson |date=5 April 2012 |url-status=live |archive-url= https://web.archive.org/web/20130529004008/http://www.independent.co.uk/news/uk/home-news/network-rail-fined-4m-over-preventable-crash-7619182.html |archive-date=29 May 2013 }}</ref>

In December 2005, two young girls were killed by a train as they were crossing the railway line via a pedestrian [[level crossing]] at {{rws|Elsenham}} in Essex. Network Rail was prosecuted for breaching [[health and safety]] law and fined £1{{nbsp}}million in March 2012. The court heard that risk assessments carried out by Network Rail staff in 2002 had identified potential dangers with the crossing and recommended the installation of gates that would lock automatically as trains approached, but this was not acted upon.<ref name=bbc-elsenham>{{cite news |title=Network Rail fined £1m over girls' level crossing deaths |url= https://www.bbc.co.uk/news/uk-england-essex-17378565 |access-date=16 March 2012 |newspaper=BBC News |date=15 March 2012 |url-status=live |archive-url= https://web.archive.org/web/20120315205026/http://www.bbc.co.uk/news/uk-england-essex-17378565 |archive-date=15 March 2012 }}</ref>

Many track safety initiatives have been introduced in the time Network Rail has been operational. One high-profile measure, announced in December 2008, known as "All Orange", states that all track personnel must not only wear orange hi-vis waistcoats or jackets, but must also wear orange hi-vis trousers at all times when working on or near the track. This ruling came into force in January 2009 for maintenance and property workers and in April 2009 for infrastructure and investment sites.<ref>{{cite web |url= http://publishing.yudu.com/Ay1g7/railstaffdec08/resources/20.htm |last=Railstaff |title=Track Safety |website=Railway People |date=December 2008 |access-date=27 January 2017 |url-status=live |archive-url= https://web.archive.org/web/20160304084638/http://publishing.yudu.com/Ay1g7/railstaffdec08/resources/20.htm |archive-date=4 March 2016 }}</ref>

All workers working on or near the line or trackside have to pass a medical assessment and a drug and alcohol test. They must also sit a [[Personal Track Safety]] training course and undergo assessment to be issued with a PTS card (reassessment is required every two years).<ref>{{cite book |url = http://fastlinetraining.co.uk/wp-content/uploads/2013/08/PTS-handbook.pdf |title = A guide to personal track safety |url-status = dead |archive-url = https://web.archive.org/web/20150218104754/http://fastlinetraining.co.uk/wp-content/uploads/2013/08/PTS-handbook.pdf |archive-date=18 February 2015 |df = dmy-all}}|format=PDF<!--Deny Citation Bot--></ref>{{Page needed|date=September 2023}} Network Rail workers undergo periodic assessments as part of the Skills Assessment Scheme, formerly called the AITL process (Assessment in the Line). This requires each worker to go through questions on a computer based program on all the competencies held.<ref>{{Cite web |date = 30 November 2022 |title = Skills Assesment Scheme User Guide |url = https://www.networkrail-training.co.uk/media/skills_assessment_scheme_handbook.pdf |website = Network Rail Training |access-date = 30 November 2022}}</ref>

==Private versus public-sector status==
{{See also|Railtrack}}
In 2001, the Labour government denied that it had nationalised the rail network in order to prevent Railtrack's shareholders claiming, via the European Court of Human Rights, the four-year average price of Railtrack, about £10 per share. Instead, Railtrack's shareholders were given only £2.60.<ref>{{cite news |url= https://www.theguardian.com/uk/2001/jul/30/transport.Whitehall |title=Rail buy-out too costly for government |newspaper=The Guardian |place=London |first=Lucy |last=Ward |date=30 July 2001 |access-date=20 May 2010 |url-status=live |archive-url= https://web.archive.org/web/20130825094658/http://www.theguardian.com/uk/2001/jul/30/transport.Whitehall |archive-date=25 August 2013 }}</ref> ''The Times'' reported that Gordon Brown's aide, [[Shriti Vadera]] e-mailed [[Stephen Byers]] in July 2001 asking: "Can we engineer the solution through insolvency ... and therefore avoid [[Compensation (nationalization)|compensation]] under the [[Human Rights Act 1998|Human Rights Act]]?"<ref>{{cite news |url= https://www.thetimes.com/best-law-firms/profile-legal/article/railtrack-shares-trial-exposes-ministers-with-a-license-to-steal-x6n3npqtb7h|title=Railtrack shares trial exposes ministers with a license to steal |work=The Times |place=London |first=Simon |last=Jenkins |date=17 July 2005 |access-date=30 June 2018}}</ref>

[[Railtrack]] plc was placed into railway administration under the [[Railways Act 1993]] on 7&nbsp;October 2001, following an application to the [[High Court of Justice of England and Wales|High Court]] by the then [[Transport Secretary]], Stephen Byers.<ref>{{cite news |archive-url= https://web.archive.org/web/20110312220300/http://www.independent.co.uk/news/uk/home-news/railtrack-goes-bankrupt-with-debts-of-acircpound33bn-630604.html |archive-date=12 March 2011 |title=Railtrack goes bankrupt with debts of £3.3bn |newspaper=[[The Independent]] |date=8 October 2001 |url= https://www.independent.co.uk/news/uk/home-news/railtrack-goes-bankrupt-with-debts-of-acircpound33bn-630604.html}}</ref> It was reported in November 2001 that a further £3.5&nbsp;billion might be needed to keep the national railway network running, a sum disputed by [[Ernst & Young]], the administrators.<ref>{{cite news |url= https://www.theguardian.com/uk/2001/nov/24/politics.transport |title=Blair told: find £3.5bn or the railways collapse |newspaper=The Guardian |place=London |date=24 November 2001 |url-status=live |archive-url= https://web.archive.org/web/20170510212153/https://www.theguardian.com/uk/2001/nov/24/politics.transport |archive-date=10 May 2017 }}</ref> To get Railtrack out of administration, the government had to return to the High Court and present evidence that the company was no longer insolvent. The principal reason given by the government to the court for this assertion was the decision of the [[Rail Regulator|rail regulator]] in 2002 to carry out an interim review of the company's finances, with the potential to advance significant additional sums to the company.<ref>{{cite news |url= https://www.telegraph.co.uk/finance/2828365/Winsors-pointer-to-rail-billions.html |title=Windsor's pointer to rail billions |newspaper=The Daily Telegraph |place=London |date=25 September 2002 |url-status=live |archive-url= https://web.archive.org/web/20180301015040/https://www.telegraph.co.uk/finance/2828365/Winsors-pointer-to-rail-billions.html |archive-date=1 March 2018 }}</ref> The High Court accepted that the company was not insolvent, and the railway administration order was discharged in October 2002.{{Citation needed|date=February 2021}}

Until 2013, there was discussion over whether Network Rail should be classified as a public-sector or a private-sector entity. Although it was officially a private sector organisation, the fact that its debts were underwritten by the government, and it was partly funded by the government, led to the description of "nationalisation in all but name".<ref>{{cite news |url= https://www.theguardian.com/business/2006/nov/28/viewpointcolumn |title=Greenback is getting a pounding |newspaper=The Guardian |access-date=29 March 2010 |place=London |first=Larry |last=Elliott |date=28 November 2006 |url-status=live |archive-url= https://web.archive.org/web/20131110035115/http://www.theguardian.com/business/2006/nov/28/viewpointcolumn |archive-date=10 November 2013 }}</ref> It was also claimed that the government is keen for Network Rail not to be classified as a public-sector organisation, as this would mean that the company's debt would be counted as public expenditure liabilities.<ref name=Guardian2013-12-17>{{cite news |url= https://www.theguardian.com/business/2013/dec/17/network-rail-public-body-uk-national-debt |last=Stewart |first=Heather |title=Network Rail to be 'government body', adding £30bn to UK national debt |newspaper=The Guardian |access-date=22 December 2013 |url-status=live |archive-url= https://web.archive.org/web/20131219235704/http://www.theguardian.com/business/2013/dec/17/network-rail-public-body-uk-national-debt |archive-date=19 December 2013 }}</ref> The [[Office for National Statistics]] (ONS) repeatedly clashed with the [[National Audit Office (United Kingdom)|National Audit Office]] and the [[Statistics Commission]] over whether the successor to Railtrack should be considered a private company – as the ONS believed – or included on the Government's books, as the National Audit Office argued. The NAO said that as the Government is bearing the risk that would normally be borne by equity capital, and as it can appoint, through the SRA, a director who cannot be removed by members, Network Rail is effectively a subsidiary of the Government-controlled SRA.<ref>{{cite news |title=Statisticians wrangle over Network Rail accounting treatment |last=Litterick |first=David |url= https://www.telegraph.co.uk/finance/2832095/Statisticians-wrangle-over-Network-Rail-accounting-treatment.html |newspaper=The Daily Telegraph |date=1 November 2002 |access-date=19 November 2009 |place=London |url-status=live |archive-url= https://web.archive.org/web/20091119121413/http://www.telegraph.co.uk/finance/2832095/Statisticians-wrangle-over-Network-Rail-accounting-treatment.html |archive-date=19 November 2009 }}</ref><ref>{{cite news |title=Statistics head acts in Rail row |last1=Litterick |first1=David |last2=Osborne |first2=Alistair |url= https://www.telegraph.co.uk/finance/2833962/Statistics-head-acts-in-Rail-row.html |newspaper=The Daily Telegraph |date=19 November 2002 |access-date=19 November 2009 |place=London |url-status=live |archive-url= https://web.archive.org/web/20091119121423/http://www.telegraph.co.uk/finance/2833962/Statistics-head-acts-in-Rail-row.html |archive-date=19 November 2009 }}</ref>

In December 2013, the ONS announced that Network Rail would be classified as a "government body" from September 2014. As a result, the company's debt of £34&nbsp;billion was added to the [[national debt]].<ref name=Guardian2013-12-17/><ref>{{cite web|url=https://www.gov.uk/government/speeches/ons-decision-on-the-classification-of-network-rail |title=ONS decision on the classification of Network Rail |date=17 December 2013 |publisher=[[Department for Transport]] |website=[[gov.uk]] |archive-url=https://web.archive.org/web/20141025021452/https://www.gov.uk/government/speeches/ons-decision-on-the-classification-of-network-rail |archive-date=25 October 2014 |url-status=live}}</ref> In the 2016–17 financial year, Network Rail's net debt rose from £41.6&nbsp;billion to £46.3&nbsp;billion.<ref>{{cite news |url= https://www.transport-network.co.uk/Network-Rail-debt-rises-by-5bn-as-it-struggles-with-record-spending/14306 |last=Ames |first=Chris |title=Network Rail debt rises by £5bn as it struggles with record spending |work=TransportNetwork |publisher=Hemming Media |date=20 July 2017 |access-date=20 November 2018}}</ref>

==Photography competition==
Network Rail organises the Landscape Photographer of the Year competition. Shortlisted photos are displayed at [[London Waterloo]] and other major stations.<ref>{{cite web |title=Landscape Photographer of the Year |url=https://www.lpoty.co.uk |website=Landscape Photographer of the Year |access-date=2 November 2023}}</ref>

==See also==
* [[Campaign to Bring Back British Rail]]
* [[Northern Ireland Railways]]
* [[Financing of the rail industry in Great Britain]]
* [[Network Rail Certification Body]]

==Notes==
{{Notelist}}

==References==
{{Reflist}}

== External links ==
{{Commons category}}
* {{Official website}}

{{Department for Transport (United Kingdom)}}
{{Rail network infrastructure companies}}

{{authority control}}

[[Category:Network Rail| ]]
[[Category:Government-owned companies of the United Kingdom]]
[[Category:Post-privatisation British railway companies]]
[[Category:Railway companies established in 2002]]
[[Category:Railway infrastructure companies]]
[[Category:2002 establishments in England]]
[[Category:Department for Transport]]
[[Category:Non-departmental public bodies of the United Kingdom government]]
[[Category:Government-owned railway companies]]