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We firmly believe that risk is best borne by those who are closest to the market.We are, therefore, keen to take on more risk – both in project construction and market demand – in undertaking network development.As long as we can be fairly rewarded for this, we believe the scope for it will increase over the next few years,as the subsidy falls and as more of the network becomes viable. The key challenge facing the industry is the scale of investment funding required. We have a strong balance sheet, but our previous £17bn programme takes our debt to over £4bn by 2003/04.To accommodate the passenger growth rate of 30% over the next ten years that we have projected in this Statement,the network will require an additional £5bn–£10bn to provide the appropriate capacity. If long- term growth projections of 70% or more are to be allowed for, a further £13bn–£24bn investment would be needed. However, rewards must be proportionate to the risks involved; we have to be able to attract sufficient capital.We have concerns about the Rail Regulator’s approach to our cost of capital and the additional regulatory risk implicit in the five-yearly review cycle.This is in the context of major schemes which have a 4–5 year gestation,and the sheer scale of the investment required. We shall therefore be putting forward alternative proposals to address these issues. For commercial upgrades, we shall want to explore alternative approaches to selling additional train paths and discuss methods of ring fencing returns with the Regulator. Where it is not possible to undertake an investment and network enhancement commercially, we propose a partnership approach.The Government’s proposals for new infrastructure funding sources available to the Shadow Strategic Rail Authority are welcomed,along with the development of freight facilities grants.Beyond that, we suggest that additional funding for a partnership approach to network development can come from only two sources. • Retaining the benefit of reductions in access charges arising from the review within the industry – in effect, recycling the benefits of efficiency savings into enhancement. • New sources of local funding through the powers given to local authorities to introduce road-user charging. Over time, this is estimated to produce a major new source of revenue available for reinvesting into public transport improvements. 1.6 We also believe that more of the present Government support should be linked explicitly to the delivery of agreed social outputs such as reduced traffic congestion and environmental benefit. Our plans in this Statement are, therefore, based upon the successful resolution of the above issues,such that we are then able to finance our ambitious programme to expand the network,and to deliver both the industry’s and society’s expectations of the rail network. 1.6 Institutional context The Strategic Rail Authority We have welcomed the Gove rn m e n t ’s proposals to establish a Strategic Rail A u t h o rity (and the setting up of a Shadow S t rategic Rail A u t h o rity pending legislation,) to concentrate on s t rategic planning issues – which include establishing the ri g h t i n c e n t i ve structure and funding arrangements for the industry. This should complement the planning that is already undert a ke n through the Account Plan and Route Strategy arra n g e m e n t s that we have in place.We also welcome the key role that the S t rategic Rail A u t h o rity will play in franchise extension n e g o t i a t i o n s .The Government’s decision to take a flexible approach to franchise extension renegotiation should help to unlock further investment and growth in the rail system. We note that many of the key decisions affecting the future of the railways – in particular, over the criteria for franchise extension (or renewal) and the level of Railtrack's access charges in the period from April 2001 – will have to be taken using existing agencies and their powers before the Shadow Strategic Rail Authority has statutory authority. We welcome the objective of devolving more decision- making and power to regional bodies and local authorities. The Shadow Strategic Rail Authority will need to be sensitive in developing its strategic role while more decisions are being taken in the regions. Where it is not possible to undertake an investment and network enhancement commercially, we propose a partnership approach 17
introduction We continue to work with the UK Government to understand how we can most effectively work towards achieving its Integrated Transport Policy objectives 18 1.6 continued UK Government We continue to work with the UK Government to understand how we can most effectively work towards achieving its Integrated Transport Policy objectives.Our position at the heart of the railway industry enables us to co-ordinate responses and actions from all industry parties and provide a focal point for national Government.Examples of this have been the two recent national rail industry summits on train service performance and the action plans (and achievements) flowing from them.They have acted as catalysts for more collaborative cross-industry responses on performance and related issues. Regional and local government We are building strong links with the new organisation of the Scottish Parliament and Welsh Assembly, and look forward to creating similar strong links with the elected members as they take office. We believe that they will be key focal points for developing and implementing the national framework for Integrated Transport Policy in Scotland and Wales to meet the specific needs of these communities. Our Zonal structure will also enable us to forge effective links with emerging English regional planning forums so that we can again provide an industry focus to understand and meet regional community needs and priorities. The Greater London Authority and mayor of London will provide a long-needed focus for us and the rail industry to develop and implement twenty-first century rail facilities to serve London.In Section 8, we set out our vision to achieve this. We continue to work with Passenger Transport Executive and local authorities to understand and deliver a rail network that meets their needs. We work in partnership with local authorities to secure project funding from the EU’s structural funds and from other sources.The EU is currently reviewing availability of structural funds for the period 2000–2005,and we expect to see further opportunities arise from the redesignation of ‘Objective 1’areas in the UK. However, pressure on EU funding will mean that an increased emphasis on defining and quantifying benefits will be needed in applying for grant funding. European Union 1999 will see the continuation of technical and legislative reforms to the European railway environment.In the summer of 1998,the European Commission published a draft directive which seeks to achieve community-wide standards on train path allocation and on access charging. Further proposals were also made on introducing greater railway market liberalisation.In addition,proposals were made to tackle the complex issues of both ensuring fair intermodal competition,and the incorporation of external costs (for example, pollution and congestion) into the charges paid by the users of transport infrastructure. These issues will now be the focus of intense debate within European institutions. We expect to see a general endorsement of UK rail industry processes,although we will need to give careful consideration to the implications arising from the proposals to base infrastructure charging on marginal cost principles. Proposals for the technical harmonisation of the standards for the development and operation on new and upgraded high-speed passenger lines are due to come into force in the UK during April 1999.The directive applies to our plans for upgrading and building the routes which are designated as Trans-European Networks (TENs) high-speed lines,including the West Coast Main Line, East Coast Main Line, Great Western Main Line and Channel Tunnel Rail Link. Laying down minimum specification necessary to achieve European interoperability, we expect to see this legislation have an increasing impact on our development activities. 1999 will also see further debate on the availability of European funding to the regions of the United Kingdom and, in particular, the rail transport sector.We can expect to see changes being proposed to the TENs’guidelines for transportation projects,in addition to alterations to the regions of the United Kingdom which will be eligible for future external funding.Our European Affairs Directorate is working closely with UK and European institutions to ensure that the rail network is eligible to benefit from funding which is currently available and will be in place in the future.
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Page 3 and 4: 1 introduction Page 12 1.1 Introduc
Page 5: 4 foreword The 12 months since publ
Page 8 and 9: The market for rail services Since
Page 10 and 11: What the plans deliver The major de
Page 12 and 13: Progress since the 1998 NMS The tim
Page 14 and 15: In this section, we set out the str
Page 16 and 17: 1.4 1.4 Context The periodic review
Page 20 and 21: Integrated transport In the past 12
Page 22 and 23: The Network Management Statement is
Page 24 and 25: 2.2 2.2 Consultation with our custo
Page 26 and 27: Of those who were satisfied,the mos
Page 28 and 29: We report on the substantial progre
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Page 32 and 33: Examples of significant work Woking
Page 34 and 35: In this section, we set out what ne
Page 36 and 37: 4.2 4.2 Expenditure summary The mai
Page 38 and 39: 4.4 4.4 Renewals policy We have wor
Page 40 and 41: ecomes due for total renewal at the
Page 42 and 43: Continued improvement. The completi
Page 44 and 45: on the network.These safety improve
Page 46 and 47: Environmental commitments First, ov
Page 48 and 49: This section describes the impact o
Page 50 and 51: Table A Delays to train services RA
Page 52 and 53: Accessibility Category A Category B
Page 54 and 55: Table F Asset condition SPEED RESTR
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Page 58 and 59: Loading gauge This stipulates the m
Page 60 and 61: Electrification 38% of the rail net
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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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A R West Coast Main Line upgrade sc
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These are the route improvements we
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These are the route improvements we
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Renewals expenditure to deliver the
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Progress on the 1998 NMS WILLESDEN
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Route characteristics DESCRIPTION T
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Our ECML upgrade scheme TAKING THIN
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Progress on the 1998 NMS SIGNALLING
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CAPABILITY CHANGES TO ACHIEVE ROUTE
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Progress on the 1998 NMS RELIABILIT
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6 Channel Tunnel routes SOUTHERN ZO
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6 178 Channel Tunnel routes continu
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7 Derby to Bristol and Didcot via B
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7 182 Derby to Bristol and Didcot v
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8 North Trans-Pennine: Liverpool to
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8 186 North Trans-Pennine: Liverpoo
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8 188 North Trans-Pennine: Liverpoo
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9 Birmingham and Coventry to Peterb
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9 192 Birmingham and Coventry to Pe
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10 Crewe to Newport via Shrewsbury
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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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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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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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