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8 North Trans-Pennine: Liverpool to Leeds, Hull and Scarborough NORTH WEST AND LONDON NORTH EASTERN ZONES Central Trains; FNW; GNER; Midlands Mainline; Northern Spirit; Virgin CrossCountry; EWS; Freightliner. A B C D E F G 184 ‘Leeds 1st’ scheme to provide more capacity Development of capacity and journey-time improvements Possible enhancements to capacity Leeds Station – development Enhancement of route to W10 gauge Huddersfield–Halifax – new service Signalling renewals and capacity increase H Central Manchester capacity development See page 127 for colour key LIVERPOOL LIME STREET HUNT’S CROSS WARRINGTON CENTRAL B MANCHESTER VICTORIA HEBDEN BRIDGE H MANCHESTER PICCADILLY B G HALIFAX E F BRADFORD B HUDDERSFIELD A D LEEDS C YORK SELBY SCARBOROUGH BRIDLINGTON HULL
Route characteristics DESCRIPTION The North Trans-Pennine (NTP) Route forms the primary corridor across the Pennines encompassing the main conurbations of Liverpool, Manchester and Leeds, and linking them to Hull, York and Scarborough. The route also includes the Wolds Coast route from Hull to Scarborough and the Calder Valley via Bradford to Hebden Bridge. The route is predominantly two track with 90mph linespeed east of Huddersfield and 85mph between Liverpool and Manchester. BOTTLENECK ANALYSIS Capacity on the route is constrained by the bottlenecks at Leeds, and in the Manchester area between Deansgate and Piccadilly. The Leeds node is constrained by the number of available paths through the four-track layout at the west end of the station and the two-track layout at the east end. This congestion is further aggravated by the number of platforms and the 15mph and 10mph speed restrictions at the west and east end, respectively. Further constraints are the signalling system and the style of traffic operating through the node, which is entirely different from what it was when the layout was last modified in the 1960s. Following detailed analysis and consultations with our customers, we have committed to major remodelling of Leeds West End Junction, minor Route vision The increasing congestion on the adjacent road networks, particularly the M62, represents a major opportunity for this route. Following our route strategy work, our intention is to expand the rail market by providing for a high-capacity, fast, interurban route linking Liverpool, Manchester, Leeds and York–Hull. The cornerstone to the future of the Trans-Pennine Route is the major work we have started at Leeds. Contracts have already been let and work has started on this development. The west end approaches to the station will be completely rebuilt in order to replace the existing constrained four-track layout with a higher-speed six-track layout. These six tracks will serve the three key flows into the station from Wakefield and south London (Route 2), Huddersfield and west Manchester (this Route) and the Airedale–Wharfedale–Harrogate commuter corridors (Route 36). The track layout at the east end of Leeds Station will also be remodelled to improve journeys to York, the North East and the important train maintenance depot at Neville Hill. In total the new layout will Route development and customer requirements The stations on the route are in good order following our major renewal programme. We are improving accessibility at Halifax and Dewsbury by installing new lifts in partnership with our customer, local authorities and the PTE. We are investigating the potential of parkway stations on the route, which aim to get people out of their cars and on to the railway. In particular, we have purchased land to secure a station site on the M60 to serve people living in south and east Manchester. Freight traffic on the route is growing, particularly in chemicals and intermodal traffic. We intend to develop the capacity across the Pennines to serve the dual needs of passenger and freight markets. We propose to increase the gauge of this route to W10, and work is in hand to develop this. Finally, to develop further capacity, faster journeys and new train services across the Pennines, we are considering the route via Huddersfield to Manchester Piccadilly, together with the route via the Calder Valley and Hebden Bridge to Manchester Victoria (part of Route 33). We are promoting solutions remodelling at the east end of Leeds Station with three new platforms and renewal of the signalling equipment in the area. This is a major part of our ‘Leeds 1st’ project, which also includes complete upgrading of passenger facilities throughout the station. The remodelling of the track will give a 50%-per-hour increase in capacity through the western approach to the station. Our analysis and further work proposals for the Manchester area are set out in Route 1. MAJOR STATIONS Leeds Works completed on the station’s north concourse provide additional car parking and improved retail opportunities. In parallel with the major track capacity enhancement work, Leeds Station will be substantially rebuilt with new platforms and a new roof. A priority in the rebuilding is to improve the accessibility of the platforms for all passengers, including the disabled and those with luggage or small children. Platforms will be linked by a new overbridge and lifts. The platforms will be resurfaced, lighting renewed, and customer-information displays will be replaced with state-of-the-art equipment. Customer facilities will be developed, including improved interchange facilities between rail and bus, additional car parking, new lounges and ticketing and information facilities. allow up to 50% more trains per hour to serve Leeds from the west as opposed to the current 24 trains. Overall, the ‘Leeds 1st’ project will benefit Leeds and Yorkshire for many years to come by providing for more, and faster train services, as well as improving punctuality. Across the North Trans-Pennine Route we also intend to improve passenger journey times, first by targeting the link between Liverpool, Manchester and Leeds. Journey times will be improved in the May timetable by taking advantage of the reconstruction of Irlam Viaduct (between Manchester and Warrington) which will be completed this spring. Beyond this, we have a set target time of 52 minutes on the Leeds–Manchester section of the route. The ‘Leeds 1st’ scheme will contribute towards meeting this objective. In the longer term, we are aiming to reduce the Leeds–Manchester journey time to around 45 minutes to meet market, Franchising Director and customer requirements. that aim to provide four fast trains per hour between Leeds and Manchester with a 45-minute journey time. Our proposed solutions will address timetable service patterns, infrastructure enhancements and the linking of the Manchester stations, the development of the infrastructure to allow better integration of services on the North Trans-Pennine, Calder Valley, Warrington Central and Chat Moss routes, without compromising traffic growth on any of these individual routes. We will complete this detailed study, after working closely with our customers, the Franchising Director and the PTEs, and will report on the results in the next NMS. This is part of a major Midlands and Northern England timetable study for 2003 and beyond to ensure all of our customers aspirations can be met and any necessary infrastructure enhancements identified, agreed and completed before 2003. This incudes the future timetable structure and infrastructure capacity between Leeds and Hull. 185
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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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In this section, we show in more de
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B How Railtrack could get traveller
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8.4 We have suggested to the Govern
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8.5 Thameslink 2000 The primary obj
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Further developments include: • s
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This section provides a summary of
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9.2 9.3 9.2 The Parliament and loca
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S t a t i o n s . We have committed
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Key de velopments The map identifie
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This section gives, for the first t
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10.3 10.3 Sustaining the network Si
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We will raise linespeed between Lon
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Table A Expenditure on maintenance,
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123
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16 Great Eastern Main Line and bran
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Colour coding used on the Route Str
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Maintenance expenditure (£M - 1998
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Maintenance expenditure (£M - 1998
Page 134 and 135: 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
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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
Page 178 and 179: 6 178 Channel Tunnel routes continu
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 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
Page 192 and 193: 9 192 Birmingham and Coventry to Pe
Page 194 and 195: 10 Crewe to Newport via Shrewsbury
Page 196 and 197: 10 Crewe to Newport via Shrewsbury
Page 198 and 199: 11 Wolverhampton to Chester, Aberys
Page 200 and 201: 11 Wolverhampton to Chester, Aberys
Page 202 and 203: 12 Manchester and Crewe to North Wa
Page 204 and 205: 12 Manchester and Crewe to North Wa
Page 206 and 207: 13 Manchester to Sheffield and Nort
Page 208 and 209: 13 Manchester to Sheffield and Nort
Page 210 and 211: 14 Edinburgh to Glasgow, Glasgow an
Page 216 and 217: 15 West Anglia Main Line and branch
Page 218 and 219: 15 West Anglia Main Line and branch
Page 220 and 221: 16 Great Eastern Main Line and bran
Page 222 and 223: 16 Great Eastern Main Line and bran
Page 224 and 225: 17 London, Tilbury and Southend EAS
Page 226 and 227: 17 London, Tilbury and Southend con
Page 228 and 229: 18 Chatham Main Line and North Kent
Page 230 and 231: 18 Chatham Main Line and North Kent
Page 232 and 233: 19 Brighton Main Line and South Lon
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19 Brighton Main Line and South Lon
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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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