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19 Brighton Main Line and South London network SOUTHERN ZONE Connex South Central; Connex South Eastern; Eurostar (UK); Gatwick Express; Silverlink; South West Trains; Thameslink; Thames Trains; Virgin Trains; EWS; Freightliner. A B C D E F G H J K 232 West Brompton – new station Victoria – capacity upgrade Brighton – station refurbishment Gatwick Airport – redevelopment of the station facilities Thameslink 2000 Clapham Junction to Gatwick Airport – major capacity upgrade Hurst Green–Uckfield – electrification Kensington Olympia–Clapham Junction – capacity upgrade Victoria Station – development of station facilities Sutton – development of ‘Hub’ facility L Victoria Station – development of airline check-in facilities See page 127 for colour key GUILDFORD FORD WILLESDEN JUNCTION A CLAPHAM JUNCTION LEATHERHEAD HORSHAM H LONDON VICTORIA J L F WIMBLEDON FARRINGDON B LITTLEHAMPTON SUTTON K EPSOM DOWNS E TATTENHAM CORNER BLACKFRIARS LONDON BRIDGE D HAYWARDS HEATH C EAST CROYDON F GATWICK AIRPORT BRIGHTON CATERHAM EAST GRINSTEAD BECKENHAM JUNCTION G UCKFIELD
Route characteristics DESCRIPTION This route links south London and the South Coast to London’s West End (at Victoria) and the City (via London Bridge). Over the busiest section, between Clapham Junction and Balham, the route carries some 700 trains per day, making it one of the most heavily used routes in Great Britain. The route also caters for a large leisure market, providing access to Gatwick Airport, central London, and to the resorts of the Sussex Coast. The core route is four track from Victoria and London Bridge until it reaches Balcombe Tunnel where it becomes two track for much of the remainder of its length to Brighton. Linespeed is vari a ble but predominantly 60mph within Greater London, 90mph elsewhere, and with a short stretch of 100mph. The West London Line (WLL) connects the West Coast Main Line, North London Line and Great Western Main Line with the south London network. This two-track line has a predominant linespeed of 40mph, with a short section of 60mph and flat, low-speed entry and exit junctions. Other lines are predominantly two track, with linespeeds 60–75mph. With the exception of the line between Hurst Green and Uckfield, the route is electrified throughout. MAJOR STATIONS Gatwick Airpor t This station handles rail traffic to the UK’s second busiest airport, at which significant growth is expected over the next ten years. A package of SRP work has been completed, which includes lighting improvements, and new, enhanced waiting areas and toilets. Way-finding improvements will be made during 1999 to improve access between the station and airport terminals. We intend to renew the customer-information system during 1999/2000. We will also work with BAA to develop longer-term proposals to radically improve the rail/air interchange, provide capacity for the anticipated growth and ensure a long-term growth in rail share of this market. London Victoria As our busiest major station, Victoria handles south London, Kent and Sussex commuting and interurban business, as well as providing a specialist facility for Gatwick Express. In 1999/2000 we will provide a modest airline check-in facility in the station concourse and work with Connex to provide automatic ticket gates for their platforms. We also intend to start station regeneration work during 1999 and are in the process of developing new information and ticketing facilities. BOTTLENECK ANALYSIS Victoria to Haywards Heath There are a number of related capacity constraints between Victoria and Haywards Heath. A key constraint is Windmill Bridge Junction where the four-track routes from Victoria and London Bridge combine into one four-track railway. Other capacity constraints on this section include limited platform availability at both Victoria and Gatwick Airport stations due to platforms dedicated to Gatwick Express Services and station dwell times at Clapham Junction. The number of tracks and platform availability are also constraints at East Croydon. Option A Retimetable to improve use and release capacity. A detailed exercise has been carried out, showing that it would only be possible to release one additional path on the fast lines by retimetabling while meeting existing customer aspirations. Option B Lengthening of existing trains and platforms to increase passengercarrying capacity on existing services. In addition to the vehicle leasing cost involved, this would require platform lengthening and track layout changes at Victoria, East Croydon and Gatwick Airport and a number of other locations. This would, however, increase ability to carry additional passengers without running extra trains. Option C Use of rolling stock with increased seating capacity on existing services. This would increase ability to carry additional passengers without running extra trains. Up to 20% additional passengers could be carried in the peak, thereby reducing the need for additional paths or longer trains. New rolling stock would be required to achieve this. Option D Use of rolling stock with higher-speed and better performance characteristics. This would facilitate better use of the available capacity. However, it would only be of benefit if the majority of the rolling stock on the route was replaced at the same time. Option E Infrastructure solution to increase route capacity in the peak. In order to avoid simply shifting the bottleneck from one location to another, capacity can only be released through addressing a number of constraints at various points along the route. The infrastructure enhancement involves: • construction of a flyover at Windmill Bridge Junction (to remove down Victoria/up London Bridge conflicts) • additional platforms at Gatwick Airport Station • upgrade carriage roads at Victoria and Brighton • upgrade power supply along the route • operational changes (reduce turnaround times for trains, and restructure the timetable). The combined effects of the above infrastructure work would create capacity for up to four additional trains per hour on both fast and slow lines. Option F Infrastructure solution to increase route capacity in the off-peak. Again, in order to avoid simply shifting the bottleneck from one location to another, capacity can only be released through addressing a number of constraints at various points along the route. The infrastructure involves: • provision of additional turnback capacity at Gatwick Airport • provision of an additional 40mph junction between fast and slow lines near Clapham Junction • restructuring the timetable between Balcombe Tunnel Junction and Brighton. This would allow an increase of six off-peak trains per hour in services from the north terminating at Gatwick Airport and would deliver a number of customer aspirations. In addition, action would be required on the West London Line at the junctions of both WCML and GWML. Our preferred long-term option would be to undertake the complete infrastructure works required to de-bottleneck the route if there were sufficient industry funding. Option E is chosen as it is the only solution to provide any significant benefit in terms of capacity. However, in the shorter term, options A, C, and D would provide significant improvement in seating capacity on the route. West London Line The West London Line is used by a wide mix of local and long-distance passenger and freight traffic. This section of route is bounded by the WCML, GWML, Brighton Main Line and Channel Tunnel Routes. The entry and exit points to the route are mainly via single-lead and flat junctions and linespeed is low. These adjoining routes all have their own capacity constraints and restrict timetabling flexibility. As a result, use of the available capacity is dictated by peaks elsewhere as much as by those on the line itself, and varies widely through the day with a single mid-day peak rather than distinct morning and evening commuter peaks. During the busiest hours, there is little spare capacity. There is insufficient capacity to meet PSR, contractual rights and franchise commitments as well as local authority and developer aspirations to open additional local stations on the line. Option A Retimetabling to facilitate better use of the existing capacity. It is not considered that retimetabling on the West London Line at this stage would be a practical option, given the fact that it is a key artery linking so many routes. Any retimetabling is likely to have a significant effect on the timetable for much of the rest of the network. It is recommended that no retimetabling be carried out at this stage. However, it is planned to revisit this in conjunction with the timetabling review to be undertaken for completion of Phase 1 of CTRL works. Option B Relax capacity constraint over Chelsea River Bridge by increasing linespeed. Chelsea River Bridge curr e n t ly has restricted speeds, due to its condition and track alignment on its approaches. In addition, the signal spacing is greater than for the rest of the line. A headway improvement of 20 seconds could be achieved by strengthening the bridge and providing an additional signal. Either of these would increase capacity by between one and two paths per hour. Option C Examine linespeed profile in an attempt to make it more unifo rm . C u rr e n t ly, differential speeds along the route prevent effe c t i ve use of the av a i l a bl e c a p a c i t y. An assessment has been undert a ken to determine whether the existing p r o file can be smoothed to provide an increase in capacity. We consider it unlike ly that increasing speeds on the line would produce a significant capacity enhancement. H owe ve r, it would aid timetabling and perfo rmance reliability on this route. 233
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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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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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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 210 and 211: 14 Edinburgh to Glasgow, Glasgow an
Page 216 and 217: 15 West Anglia Main Line and branch
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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
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Page 234 and 235: 19 Brighton Main Line and South Lon
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Page 238 and 239: 20 South Coastal Route: Portsmouth
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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
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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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Page 262 and 263: 26 North London Line EAST ANGLIA ZO
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Page 266 and 267: 27 Cotswolds GREAT WESTERN ZONE Cen
Page 268 and 269: 27 Cotswolds continued Renewals exp
Page 270 and 271: 28 Cardiff Valleys GREAT WESTERN ZO
Page 272 and 273: 28 Cardiff Valleys continued These
Page 274 and 275: 29 West Wales GREAT WESTERN ZONE Wa
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Page 278 and 279: 30 West Midlands local routes MIDLA
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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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