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14 Edinburgh to Glasgow, Glasgow and Edinburgh to Aberdeen and Inverness SCOTLAND ZONE GNER; ScotRail; Virgin CrossCountry; EWS. A B C D E F G H J K L M 210 Forth Bridge – additional capacity Aviemore–Dalwhinnie – retimetabling Aberdeen–Inverness – additional capacity Raithes Farm – freight terminal development Haymarket Depot – new facilities for Class 170 trains Croy, Falkirk High, Linlithgow – additional car parks Dysart – new station Edinburgh Park – new station Inverkeithing – integrated transport facilities Renewal of signalling equipment Linespeed improvements Glasgow Queen Street – signalling changes for Class 170 trains N Glasgow Queen Street – retail development See page 127 for colour key GLASGOW QUEEN STREET M N K F B L PERTH STIRLING INVERNESS AVIEMORE FALKIRK HIGH N DUNDEE ELGIN C L Tay Bridge FALKIRK GRAHAMSTON F L F KEITH ABERDEEN STONEHAVEN H MONTROSE ARBROATH KIRKCALDY G J EDINBURGH WAVERLEY D INVERKEITHING A Forth Bridge E K L
Route characteristics DESCRIPTION These routes are primarily two tracks but with a considerable mileage of single track, mainly Perth–Inverness and Aberdeen–Inverness. Four tracks are available between Edinburgh Waverley and Haymarket West Junction. The signalling is a mixture of semaphore and colour light. A short section of the route is electrified using 25kV OLE. Maximum speeds range from 50mph between Winchburgh and Dalmeny to 100mph over parts of the Edinburgh–Glasgow route. Differential speeds for multiple unit trains over locomotive-hauled stock are available between Edinburgh and Aberdeen. The Haymarket–Edinburgh Waverley area is operating at a high level of utilisation. Other busy sections near to capacity are Glasgow–Greenhill Junction, Aberdeen–Dyce, and parts of Fife. Route vision The ‘Express Route’ acts as the ra i lw ay art e ry of Scotland connecting the main centres of population and the principal cities of Edinbu rgh, Glasgow, Pe rth, Dundee, Aberdeen and Inve rness. Our vision is to develop the route as the principal mode of tra n s p o rt between the main centres of gove rnment, commerce, industry and culture that will serve the people of Scotland into the next millennium, prov i d i n g more train paths and faster journeys with greater comfo rt and reliability. We have undertaken a study on behalf of the industry to establish future growth in rail travel. Analysis suggests that, between 1996 and 2008, the number of passenger journeys will grow by between 25% and 30%, the main growth being in the leisure mar ket followed by commuting and business. We will deliver this vision through the ability to increase the frequency and reduce journey times without significantly altering the infrastructure, through extensive works such as electrification, additional track capacity or major resignalling. Reduced journey time is a key market requirement. The improvements will be provided by judiciously combining condition-led renewals Route development and customer requirements ScotRail This year, ScotRail are doubling the train frequency to every 15 minutes between Edinburgh and Glasgow with the journey time reduced by two minutes. This is to be followed by additional services over other sections of the route. These requirements are being met by us through providing appropriate train paths and ensuring that the infrastructure is reliable through an enhanced maintenance regime over key sections of the route. They also require reduced journey times particularly between Edinburgh and Aberdeen, Edinburgh, Glasgow and Inverness, as well as Aberdeen and Inverness. As a first stage, we are working to reduce the journey time between Edinburgh and Aberdeen by ten minutes and Aberdeen and Inverness by up to ten minutes. As part of their ScotRail 2000 project, they require improved customerinformation systems, enhanced station security and extensions to selected station car parks. We have commenced works to meet these requirements. The new trains being introduced between Edinburgh–Glasgow and Aberdeen–Edinburgh require improved facilities to enable them to operate successfully. They need to be able to discharge train toilets, as well as to extend the trainshed at Haymarket Depot. The designs for these facilities are well advanced. Improved infrastructure performance and minimal interruption due to engineering work are essential to support these increases in services. GNER and Virgin CrossCountr y are primarily interested in reduced journey times from Inverness and Aberdeen to Edinburgh for their through trains MAJOR STATIONS We have continued to invest in a number of short-term projects aimed at improving facilities at the Edinburgh Waverley Station. It has been made more environmentally friendly by the segregation of pedestrians from road vehicles, at the same time improving retail outlets. The passenger waiting area has been restored, including the cupola, which received a special mention in the Ian Allan Heritage Awards. Our predictions for growth of train services at Edinburgh indicate that significant alterations will be required to the track and signalling throughout the station area to provide more and increased flexibility to platforms. This can only be accomplished by major alterations to its fabric. We propose to redevelop the station while preserving its historic character to provide Edinburgh with a modern structure befitting a capital city. We are working with all interested parties to achieve this goal. with enhancements where there are commercial benefits. In October 1999 ScotRail will increase the train frequency between Glasgow and Edinburgh to every 15 minutes. Journey times between Edinburgh and Glasgow to Aberdeen and Inverness will be progressively reduced through a combination of track work and the utilisation of new curving rules. This is being achieved as a result of our initiative which is being taken forward with the European Union of Railways and is expected to be of benefit to many railway authorities. Our longer-term vision is to achieve a two-hour journey time using tilting trains between Edinburgh and Aberdeen. We anticipate the continued expansion of freight traffic with the provision of new sidings. These will provide an increased ability to carry larger, longer and heavier trains, linking the north of Britain to the south and Europe via the Channel Tunnel. These measures will enable more freight to be transferred from busy roads such as the A9 and A90 to rail, benefiting the environment, allowing goods to move without congestion and helping to reduce road accidents. to London and southern Britain. An initial reduction of ten minutes between Aberdeen and Edinburgh could be followed by a two-hour journey time by utilising tilting trains. They also want improvements in reliability as well as maintenance of the high standard of track quality historically enjoyed in Scotland. This is being provided by enhanced maintenance at selected locations. EWS requires improved access to operate larger, heavier and longer trains. In particular, they want to ensure that sidings for loading and unloading are available where and when requested by their customers. We are currently identifying a suitable scheme between Arbroath and Montrose. Local authorities The key priority is to improve the accessibility of railways and station facilities. Examples include: • new stations throughout • local trains between Inverurie and Stonehaven providing a cross-Aberdeen service • a reduction in journey time between Aberdeen and Inverness • reduced journey times and increases in services between Fife and Edinburgh • reopening of the Stirling–Alloa through to Kincardine for freight and eventually passenger services • involvement in a new integrated transport interchange facilities at Perth and Inverkeithing. 211
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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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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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Page 160 and 161: Progress on the 1998 NMS SIGNALLING
Page 162 and 163: Route characteristics DESCRIPTION T
Page 164 and 165: CAPABILITY CHANGES TO ACHIEVE ROUTE
Page 166 and 167: Progress on the 1998 NMS RELIABILIT
Page 170 and 171: Renewals expenditure to deliver the
Page 174 and 175: Renewals expenditure to deliver the
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
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 212 and 213: 14 Edinburgh to Glasgow, Glasgow an
Page 214 and 215: 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
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Page 224 and 225: 17 London, Tilbury and Southend EAS
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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
Page 238 and 239: 20 South Coastal Route: Portsmouth
Page 240 and 241: 20 South Coastal Route: Portsmouth
Page 242 and 243: 21 London to Portsmouth and Weymout
Page 244 and 245: 21 London to Portsmouth and Weymout
Page 246 and 247: 22 Wessex routes GREAT WESTERN AND
Page 248 and 249: 22 Wessex routes continued Renewals
Page 250 and 251: 23 Clapham Junction to Reading and
Page 252 and 253: 23 Clapham Junction to Reading and
Page 254 and 255: 24 Isle of Wight: Ryde to Shanklin
Page 256 and 257: 24 256 Isle of Wight: Ryde to Shank
Page 258 and 259: 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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