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These are the route improvements we plan to deliver continued Glasgow Central There is a long-held perception in the railway industry that there is a capacity constraint on the approaches to Glasgow Central Station and that this may preclude the introduction of new services that our customers may aspire to. Our analysis demonstrates that both present and future aspirations for train paths can be delive red by the current infrastructure on the ap p roaches to G l a s gow Central. Depending upon the nature and volume of proposed services to Glasgow Airport, some specific enhancements for these serv i c e s m ay be re q u i red when the full specification for such a service is established. Such enhancement would be included in the cost of the scheme. If the forecast growth in train movements materialises, the performance of the train plan during peak periods may deteriorate slightly by perturbation which cannot be recovered through available movement capacity. However, the renewal of signalling at Glasgow Central and approaches during 2000–2003 will reduce the current level of infrastructure equipment failures. This will offset any peak-hour performance deterioration through increased train movements. Midcalder–Edinburgh Our 1998 Statement identified this as a potential bottleneck. We have conducted a detailed analysis of the route’s current capability and assessed further train path predictions. We have concluded that all known predicted train paths can be accommodated through a revised timetable structure, the existing signalling equipment, and an upgrade in traction current supply to remove the present restriction on train movements. This additional traction current capacity will be installed at Curriehill as part of our equipment renewal programme. In the next 12 months, we will conduct a detailed timetable review with our customers to test the robustness of our conclusion and agree action plans to deliver it. Freight throughout the route We have, as part of the West Coast upgrade, agreed with the Rail Regulator to make available a total of 42 additional train paths each day, each way (passenger and/or freight) over the south end of the route. If the freight operating customers bid successfully for all of these paths from 2005 this would, when added to the 1997 base figure (40 paths), more than double the number of freight trains operated between Wembley and Rugby. We will invest a substantial sum on the core section south of Crewe. This will ensure that the additional train paths can be supplied with the desire d l evel of performance and that the additional trains can co-exist with the enhanced high-speed passenger train service operated by Virgin Tr a i n s . Since the Regulatory hearing, a number of traffic growth forecasts have been submitted by the freight operating customers. Their reasonable requirement submissions, for the year 2008, total 154 paths in each direction. Given an uneven distribution of trains across 24 hours, the forecast doubles again train path demand during most daytime hours. From 2005, both the slow and fast lines will be operating at capacity, so that the forecast growth of freight could only be handled with a further substantial expansion to the railway infrastructure. We have continued to discuss with our customers the options that offer realistic solutions. First, and as part of the overall freight routeing strategy, other routes’ capabilities are being examined on both an individual and network basis. Second, a number of the operators would like to use highspeed interurban trains in the two ‘open-access’ 140mph paths between London and Crewe which might, if traffic were transferred from the slow lines, help make capacity available for freight. Additional work is currently in hand to quantify the value of this option. Last, increased freight-train lengths can successfully address a proportion of the forecast growth. Proposals The proposals set out on the next page, when implemented, will give sufficient capacity to handle PUG 2, our contractual commitments as at 18 March 1998 and our commitments to the Rail Regulator. CAPABILITY CHANGES TO ACHIEVE ROUTE VISION JOURNEY TIMES km STOPS CURRENT POSITION 2001 POSITION SUSTAINING THE ROUTE ACHIEVING ROUTE VISION London Euston–Glasgow 645 8 76mph (5hr 18min) 95mph (4h 12min) No change 100mph (4hr 01min) London Euston–Birmingham 182 3 71mph (1hr 35min) 86mph (1hr 18min) No change 97mph (1hr 10min) London Euston–Manchester Piccadilly via Crewe 304 3 73mph (2hr 35min) 94mph (1hr 59min) No change 104mph (1hr 49min) LINESPEEDS (km of track) Up to 35mph 233 233 233 230 40–75mph 840 748 748 748 80–105mph 1123 630 630 590 110–125mph 728 1317 1317 966 Over 125mph 0 0 0 391 TOTAL 2924 2924 2924 2924 GAUGE (km of route) W6A 1080 1080 1080 1080 W7 1071 1071 1071 1071 W8 1050 1050 1050 1050 W9 872 908 908 908 W10 0 675 675 675 AXLE WEIGHT (km of track) Up to 20.3 tonnes 0 0 0 0 20.4 tonnes to 23.4 tonnes 1202 1202 1202 1202 23.5 tonnes to 25.4 tonnes 1722 1722 1722 1722 TOTAL 2924 2924 2924 2924 147
1 148 West Coast Main Line: London to Glasgow and Edinburgh continued Our WCML upgrade scheme ISSUE LOCATION COMMENTS CHANGES TO SCHEME SINCE 1998 NMS Layout remodelling Euston–Camden Work has started on site The grade-separated junction at Renewal of track and signalling Camden Junction is not required Upgrading of low-level goods lines to passenger status and provide Willesden area Detailed design now starting turnback facility. New crossovers on low-level lines to slow lines at Brent Junction New crossovers providing direct access from the WCML to and Willesden–Brent Outline design complete The installation of the new crossovers from Acton Canal Wharf Junction has been deferred until we have an agreed understanding with customers on the services which would use this junction Replacement of the double junction with a single lead junction Willesden North Junction Junction has just been renewed We have concluded that this was the most like-for-like appropriate option Track remodelling Watford Junction Feasibility study started Change to the service specification has removed the need for a passing loop on the slow line Remove junctions at Hemel Hempstead and Tring South Bourne End Feasibility study started New replacement junction now required Remodelling to introduce a centre turnback siding Tring Feasibility study started Change to the service specification has removed the need for a passing loop on the slow line Removal of junction Ledburn Junction Feasibility study started N ow to be retained as a high-speed junction Remodelling of the sidings and freight loops Bletchley Feasibility study started at the south junction with a single ladder Remodelling to introduce a centre turnback facility Milton Keynes Central Feasibility study started Provide additional platforms and facilities Rugby Feasibility study started Provide new down slow Rugby–Brinklow Feasibility study started Provide grade-separated junctions Nuneaton Feasibility study started Several options are under development New slow lines to Armitage, reordering thence Lichfield–Colwich Feasibility study started Track layout changes Crewe Feasibility study started Two freight loops Rugby–Coventry Feasibility study started Remodel junction to improve capacity and reliability Proof House Junction Detailed design work now starting Resignalling & remodelling Cheadle Hulme– Feasibility study under way Slade Lane Junction Remodelling connections to platforms 9, 10, 11 & 12 Manchester Piccadilly Scheme completed Resignalling replacing worn out equipment, and signals Meaford Crossing– Feasibility study under way respaced for 125mph running Macclesfield Introduction of Network Management Centres Defined sections Software design & development contract let Renewal of overhead-line equipment Defined sections Tender evaluation under way Power supplies renewal Whole route Feasibility study under way Abolition of foot and level crossings Whole route Feasibility study under way Solutions include diversion, closure or bridges Automatic half-barrier level crossings upgraded to CCTV operation Whole route Work has started at a number of sites and feasibility studies are ongoing for remaining sites Bridge repairs & replacements for condition or to permit higher speeds Whole route Will be undertaken as required Replacement of electrification control equipment Whole route Contract let Renewal of signalling equipment Glasgow Central Feasibility study under way Train Control System Defined sections Feasibility study under way W10 Willesden Ju n c t i o n – C o a t b r i d g eScheme authorised and and Liverpool work under way W10 Other route sections Feasibility study under way W11 Willesden Ju n c t i o n – C o a t b r i d g e, Feasibility study complete We do not currently consider that Manchester and Liverpool this scheme offers value for money During 1998, a number of additional feasibility schemes were commissioned. Some of these deal with longer-term aspirations; others either enhance existing proposals or are in connection with infrastructure to support reliability, perturbation management and maintenance issues. Further details will be provided as the studies progress in future Statements.
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R A I LT R AC K 1 9 9 9 N E T WOR K
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1 introduction Page 12 1.1 Introduc
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4 foreword The 12 months since publ
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The market for rail services Since
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What the plans deliver The major de
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Progress since the 1998 NMS The tim
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In this section, we set out the str
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1.4 1.4 Context The periodic review
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We firmly believe that risk is best
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Integrated transport In the past 12
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The Network Management Statement is
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2.2 2.2 Consultation with our custo
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Of those who were satisfied,the mos
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We report on the substantial progre
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3.5 3.6 3.5 Year 2000 compliance an
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Examples of significant work Woking
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In this section, we set out what ne
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4.2 4.2 Expenditure summary The mai
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4.4 4.4 Renewals policy We have wor
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ecomes due for total renewal at the
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Continued improvement. The completi
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on the network.These safety improve
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Environmental commitments First, ov
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This section describes the impact o
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Table A Delays to train services RA
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Accessibility Category A Category B
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Table F Asset condition SPEED RESTR
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5.4 5.4 Network utilisation Capacit
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Loading gauge This stipulates the m
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Electrification 38% of the rail net
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This section sets out our ambitious
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H e a t h r ow Express commenced se
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een discussed with customers,funder
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SUMMARIES OF KEYLOCATIONS IDENTIFIE
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6.6 6.6 Stations and depots Discuss
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Major stations Last year, we report
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6.8 6.9 6.8 Timetabling With an inc
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Table A Enhancement expenditure (£
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Enhancement schemes Previous commit
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NAME ANDDESCRIPTION OF SCHEME Paddi
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NAME ANDDESCRIPTION OF SCHEME Victo
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This section describes our plans fo
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7.3 Table A Review of customer requ
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• the impact of these flows on se
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Proposed gauge enhancements W10 gau
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Table C Loading gauge classificatio
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Table G Freight volume, income and
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Table H Summary of freight specific
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Page 100 and 101: B How Railtrack could get traveller
Page 102 and 103: 8.4 We have suggested to the Govern
Page 104 and 105: 8.5 Thameslink 2000 The primary obj
Page 106 and 107: Further developments include: • s
Page 108 and 109: This section provides a summary of
Page 110 and 111: 9.2 9.3 9.2 The Parliament and loca
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Page 114 and 115: Key de velopments The map identifie
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Page 118 and 119: 10.3 10.3 Sustaining the network Si
Page 120 and 121: We will raise linespeed between Lon
Page 122 and 123: Table A Expenditure on maintenance,
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Page 126 and 127: 16 Great Eastern Main Line and bran
Page 128 and 129: Colour coding used on the Route Str
Page 130 and 131: Maintenance expenditure (£M - 1998
Page 144 and 145: A R West Coast Main Line upgrade sc
Page 146 and 147: These are the route improvements we
Page 150 and 151: Renewals expenditure to deliver the
Page 152 and 153: Progress on the 1998 NMS WILLESDEN
Page 154 and 155: Route characteristics DESCRIPTION T
Page 156 and 157: Our ECML upgrade scheme TAKING THIN
Page 160 and 161: Progress on the 1998 NMS SIGNALLING
Page 164 and 165: CAPABILITY CHANGES TO ACHIEVE ROUTE
Page 166 and 167: Progress on the 1998 NMS RELIABILIT
Page 176 and 177: 6 Channel Tunnel routes SOUTHERN ZO
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Page 180 and 181: 7 Derby to Bristol and Didcot via B
Page 182 and 183: 7 182 Derby to Bristol and Didcot v
Page 184 and 185: 8 North Trans-Pennine: Liverpool to
Page 186 and 187: 8 186 North Trans-Pennine: Liverpoo
Page 188 and 189: 8 188 North Trans-Pennine: Liverpoo
Page 190 and 191: 9 Birmingham and Coventry to Peterb
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Page 194 and 195: 10 Crewe to Newport via Shrewsbury
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11 Wolverhampton to Chester, Aberys
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11 Wolverhampton to Chester, Aberys
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12 Manchester and Crewe to North Wa
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12 Manchester and Crewe to North Wa
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13 Manchester to Sheffield and Nort
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13 Manchester to Sheffield and Nort
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14 Edinburgh to Glasgow, Glasgow an
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15 West Anglia Main Line and branch
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15 West Anglia Main Line and branch
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16 Great Eastern Main Line and bran
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16 Great Eastern Main Line and bran
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17 London, Tilbury and Southend EAS
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17 London, Tilbury and Southend con
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18 Chatham Main Line and North Kent
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18 Chatham Main Line and North Kent
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19 Brighton Main Line and South Lon
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20 South Coastal Route: Portsmouth
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20 South Coastal Route: Portsmouth
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21 London to Portsmouth and Weymout
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21 London to Portsmouth and Weymout
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22 Wessex routes GREAT WESTERN AND
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22 Wessex routes continued Renewals
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23 Clapham Junction to Reading and
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23 Clapham Junction to Reading and
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24 Isle of Wight: Ryde to Shanklin
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24 256 Isle of Wight: Ryde to Shank
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25 Chiltern Lines MIDLANDS ZONE Chi
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25 Chiltern lines continued These a
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26 North London Line EAST ANGLIA ZO
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26 North London Line continued Rene
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27 Cotswolds GREAT WESTERN ZONE Cen
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27 Cotswolds continued Renewals exp
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28 Cardiff Valleys GREAT WESTERN ZO
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28 Cardiff Valleys continued These
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29 West Wales GREAT WESTERN ZONE Wa
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29 West Wales continued Renewals ex
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30 West Midlands local routes MIDLA
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30 West Midlands local routes conti
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31 East Midlands local routes MIDLA
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31 East Midlands local routes conti
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32 Merseyside NORTH WEST ZONE FNW;
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32 Merseyside continued These are t
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33 Manchester to the coast NORTH WE
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33 Manchester to the coast continue
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34 Lancashire NORTH WEST ZONE FNW;
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34 Lancashire continued These are t
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35 Cumbria NORTH WEST ZONE FNW; DRS
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35 Cumbria continued Renewals expen
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36 Yorkshire LONDON NORTH EASTERN A
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36 Yorkshire continued These are th
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37 North East England LONDON NORTH
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37 North East England continued The
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38 South West Scotland SCOTLAND ZON
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38 South West Scotland continued Th
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39 Strathclyde SCOTLANDZONE GNER; S
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39 Strathclyde continued CAPABILITY
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39 Strathclyde continued Progress o
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Route characteristics DESCRIPTION T
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Renewals expenditure to deliver the
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Route characteristics DESCRIPTION T
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Renewals expenditure to deliver the
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42 Freight-only routes SOUTHERN ENG
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43 Freight-only routes MIDLANDS ZON
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44 Freight-only routes NORTHERN ENG
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45 Freight-only routes SCOTLAND ZON
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appendices 11 Appendices and glossa
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appendices 340 Appendix 1 Extracts
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appendices Appendix 4 Customer-reas
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abbreviations and glossary 344 A B
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abbreviations and glossary 346 H I
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abbreviations and glossary 348 S T
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1 9 9 9 N E T WORK M A N AG E M E N
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