R A I LT R AC K - The Railways Archive

Route characteristics
DESCRIPTION The Derby to Bristol and Didcot via Birmingham Line is a prime
strategic route for Railtrack, providing a key element of the rail infrastructure
linking the North East of England with the South West and Southern England via
the Midlands. The route competes principally with the M5 from the West
Midlands to Bristol, the M40 from Birmingham to the Thames Valley and the
M42/A42/M1 from the Midlands to the North East.
This route is primarily two track with some sections of four track around
Burton upon Trent, Kingsbury to Birmingham and around Tyseley. Linespeed is
90mph Derby–Water Orton and Leamington Spa–Didcot with 100mph
Bromsgrove–Bristol Parkway but elsewhere 60–75mph. Linespeed on slow lines
is 30–45mph. The Coventry–Leamington Spa Corridor consists of a single track.
BOTTLENECK ANALYSIS The 1998 NMS identified four bottlenecks on
this route:
Derby–Birmingham New Street Customer growth proposals are principally
from our freight customers and Virgin CrossCountry who wish to double their
services. High levels of freight growth are predicted between Water Orton and
Birmingham. All of these aspirations can be accommodated by the existing
infrastructure.
Birmingham New Street–Kings Norton This two-track section carries an
intensive urban passenger service and a growing number of long-distance services
operated by Virgin, Central and Wales & West. Following detailed analysis and
discussion with operators we have jointly concluded that the most effectiv e
solution to satisfy Virgin’s aspiration to increase the frequency of their services to
Route vision
The industry vision is for a key arterial route capable of handling a growing
volume of passenger and freight traffic operating efficiently at different speeds
across the country and at key junctions with other routes. This requires flexibility
and responsiveness to potential changes in traffic mix and in meeting additional
customer demand. The present route infrastructure can deliver the predicted
volume of passenger and freight train services except Leamington Spa–Banbury
and Oxford–Didcot. In both cases, we are proposing to increase capacity to
allow for additional train movements and meet the aspirations of the Franchising
Director, and of our customers. In addition, we are concluding agreement with
our customers to increase linespeed across this route to obtain significant
journey-time reductions by 2003.
Route development and customer requirements
We have consulted with our customers – the passenger and freight train
operators – to determine their needs and how we evaluate them. The proposals
set out in this strategy address all these aspirations for service frequency, journey
times, station and depot facilities and new rolling stock.
We will also examine the options to improve capacity and journey times in
line with current customer aspirations, for example, a feasibility study is currently
being undertaken for the development of a turnback facility at Yate.
two per hour, is for Virgin’s services to use the Birmingham New Street–Camp
Hill–Kings Norton route.
This will achieve significant segregation of fast and stopping services in the
southern approaches to Birmingham and allow all operator and market
aspirations to be met by the existing infrastructure.
Leamington Spa–Co ventr y This is primarily a single-track railway and usage
is close to capacity. There is the potential to accommodate additional services on
this route. However, the adjacent connecting route between Coventry and
Birmingham precludes this, as it is currently operating at capacity.
F o l l owing detailed analysis, we have concluded with our customers, including
V i rgin Trains, that to meet their aspirations for increased service frequency, it
would be more appropriate to operate their proposed additional serv i c e s
b e t ween Leamington Spa and Birmingham via Solihull rather than via Cove n t ry.
We do not therefore propose to enhance the infrastructure on this route.
However, should an increase in capacity between Birmingham and Coventry
become available, we would reconsider the options for this route.
Leamington Spa–Didcot Capacity on this section of route is restricted by the
signal spacing between Leamington Spa and Banbury.
Our analysis of future train path aspirations on this route demonstrates that,
apart from Leamington Spa to Banbury, the existing infrastructure can
accommodate all the projected train movements.
Between Leamington Spa and Banbur y, our analysis has shown that, to meet
our customers’ aspirations for additional services, we will require the provision of
additional signalling. We plan to implement this by 2003.
Performance reliability and efficient timetabling are key requirements. From an
operator’s viewpoint, route vision would contain priority aspirations such as the
introduction of new trains, and journey-time improvements with revised
timetabling and service patterns.
A variety of freight services are provided over this route. Overall, we
expect freight traffic to expand, not only in terms of volume but also in axle
weights, train lengths and vehicle profiles with an aspiration of the freight
capability on the route between Didcot and Birmingham to take W10 traffic.
We will continue to work with industry partners, local authorities and outside
developers to improve our stations, eg at Oxford, where the downside station
buildings are to be rebuilt with additional customer and retail facilities funded in
partnership with Thames Trains & Virgin Trains. As well as evaluate new station
opportunities, eg Charfield, we will address the ease of interchange with other
transport modes, provide better car parking, real-time passenger-information
systems and access for the disabled.
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