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19 Brighton Main Line and South London network continued Route characteristics continued Option D Complete resignalling of the existing three-aspect signalling to four to i m p r ove headways. It is not considered that resignalling would provide any s i g n i ficant increase in capacity on the line (no more than one additional path per hour). Although the ave rage headways on the West London Line are about fo u r m i nutes, limited benefit could be obtained from resignalling, due to the wide mix of tra f fic using the line. In addition, reducing signal spacing would only increase the number of instances when long freight trains bridge two or more signal sections. Option E Transferring the AC/DC electrification interface to a location where a train is already stationary to release one additional path. Currently, trains have to stop in both directions to change from one electrification system to the other. This effectively reduces available capacity by one train path per hour. Transferring this interface to a location where a train is already stationary, eg at a station, would increase capacity. This can be achieved either by extending the overhead line southwards or the conductor rail northwards. The nearest station at present is Kensington Olympia. However, a new station is proposed at Shepherd’s Bush. Extension of the OLE would require structure clearance to accommodate the OLE and immunisation works to ensure compatibility with London Underground lines. Extension of the conductor rail would require a new substation at Willesden Junction. Route vision Our vision for this route is to increase capacity for south London commuting services and to enable the interurban commuting and leisure market to grow by a series of strategic developments. The route must satisfy the still-growing demand for fast, frequent and reliable services between central London, East Croydon, Gatwick Airport and the South Coast, while also meeting the developing needs of freight and north of London services. Many main line morning peak services into and through London are now suffering significant overcrowding, and we believe that passenger numbers will continue to grow. We intend to work with our customers to develop a range of options, including train lengthening and, in the longer term, major infrastructure enhancements. We have already completed an initial study which has two key conclusions. The fi rst is that, in the short term, some improvements can be made at Victori a . We will begin a £2.6M package of track and signalling enhancements at Victori a this year as our fi rst phase of the upgrade of the Brighton Main Line. This will ease congestion at Victoria and is funded entirely by Railtrack. The second conclusion is that an additional four train paths per hour could be created by major i n f ra s t ructure wo rk at Clapham Junction, East Croydon and Gatwick Airp o rt at a total cost in excess of £150M. The study demonstrated that the additional ticke t r e ve nue that this would create would not fund the higher operating costs and interest charges on this investment. We will develop this wo rk further and discuss our conclusions with the Franchising Director to try and ensure that demand fo r rail travel is not suppressed in future ye a rs on this key route. We expect that an upgrade at Gatwick will be the first of these areas to be Route development and customer requirements Improving train punctuality when the numbers of trains running on our network has increased substantially is an enormous task. Working with customers, we will improve charter punctuality two percentage points over the next two years. This improvement, which will vary across service groups, will typically result in 16% fewer trains arriving at their destinations more than five minutes late. The Thameslink 2000 project, by improving track layout in the London B ridge area, providing a new station at St Pa n c ras and improving facilities at F a rringdon and Blackfri a rs, will facilitate movements across the capital, provide a key interface with London Underground and relieve some of the congestion at V i c t o ria Station. More details of the Thameslink 2000 proposals can be found on subsequent pages. The WLL will continue to develop as a key artery for local and longdistance passenger and freight traffic. Potential solutions are described in the Bottleneck analysis section above. Discussions are taking place with Borough and County Councils concerning 234 Due to the limited capacity benefit and expected cost, it is not recommended that this option is pursued in isolation. The infrastructure works required would only be carried out in conjunction with the construction of an additional station on the line, which would neutralise the effect on overall capacity. The full extent of the works to move the interface has yet to be determined. Option F Release capacity through flexing, or rerouteing of existing trains. The existing traffic mix leads to a very inefficient use of the available capacity, due to the differing train speeds and stopping patterns. The effect of this option would be to make more efficient use of the available capacity and/or to free up paths for other operators. Options for re-routeing freight have been looked at, including the altern a t i ve routes of Kew Dive rs i o n a ry and North Downs. We have concluded that we should increase capacity by removal of the linespeed constraint at Chelsea Rive r B ri d g e, justified by the reve nue from the additional services, together with assessing the case to move the AC/DC interface to a station location. These are the only available options that will provide any significant capacity improvement. addressed. We will seek to create an integrated development plan at Gatwick Airport to ensure rail can continue to grow its market share. This will put more pressure on the remaining Clapham Junction and East Croydon bottlenecks for which we have identified solutions. We wish to proceed with these in partnership with the Franchising Director and our customers. We and our customers want to see improved journey times. In the longer term, these would be built into any major infrastructure enhancements but, in the short term, opportunities are limited because of the effective capacity of the route. We will examine economic incremental linespeed improvements during major maintenance or renewal of the suitable infrastructure. The South London suburban netwo rk is constrained to a maximum of eightvehicle operation and is now under enormous pressure from increased demand. While this is good for the ra i lw ay, it has proved ve ry difficult to improve tra i n punctuality and passenger comfo rt now that all the effe c t i ve capacity in the peak p e riods is used up. We and our customers are looking at short - t e rm solutions. Medium- to long-term solutions could be longer trains, together with a platfo rm lengthening programme to at least ten coaches, more innov a t i ve train solutions and major infra s t ructure capacity improvements. We will be taking options to potential funders to agree both the solution and the method of funding. Capacity improvements on the core central route would, in turn, bring greater accessibility to the important radial routes to Eastbourne, Newhaven, East Grinstead and Chichester. It is our determination that the Uckfield Line will be electrified. The timing will be heavily dependent on issues relating to the life of the current rolling stock. interchange improvements to be provided in conjunction with a proposed highquality transport system. This would link residential development areas to stations, town centres and employment areas at Horley, Gatwick, Three Bridges and Crawley. A feasibility study has been undertaken into the development of a concourse-level airline check-in facility at Victoria, and negotiations are continuing with various stakeholders to determine commercial arrangements to allow this project to proceed. We are also developing a programme with Connex to create key hub-interchanges at East Croydon, Sutton, Three Bridges and Haywards Heath. A planning application has been submitted for a redevelopment of Epsom Station, which will enhance the station environment, provide undercover car parking and improve the customer-information system. Significant refurbishment of Brighton, Stewarts Lane and Streatham Hill light maintenance depots currently under way. The facilities at Selhurst Depot are planned to be upgraded, including the provision of a new wheel lathe.
These are the route improvements we plan to deliver CAPACITY CHANGES TO MEET FRANCHISING DIRECTOR, PTE AND CUSTOMER REQUIREMENTS AND DELIVER ROUTE VISION LOCATION PROPOSED SOLUTION YEAR REF West Brompton Opening of new station 1999 Victoria–Battersea Park Track and signalling enhancement (Carriage Road) 2000 Brighton Station refurbishment 2000 Farringdon–Herne Hill Thameslink 2000 project 2006 Clapham Junction–Gatwick Airport Major infrastructure work to enhance capacity 2004 South London suburban network Capacity enhancement study Study complete by 2000 Kensington Olympia–Clapham Junction Strengthening Chelsea River Bridge to increase linespeed and capacity Study complete by 2000 Gatwick Airport Major redevelopment of station Study complete by 2000 Hurst Green–Uckfield Electrification 2007 CAPABILITY CHANGES TO ACHIEVE ROUTE VISION JOURNEY TIMES km STOPS CURRENT POSITION 2001 POSITION SUSTAINING THE ROUTE ACHIEVING ROUTE VISION London Victoria–East Croydon 17 0 48mph (13min) No change No change 53mph (12min) London Victoria–Gatwick 43 0 53mph (30min) No change No change 64mph (25min) London Bridge–Gatwick 43 0 62mph (26min) No change No change 64mph (25min) London Victoria–Brighton 81 1 62mph (49min) No change No change 65mph (45min) LINESPEEDS (km of track) Up to 35mph 97 97 97 97 40–75mph 653 653 653 653 80–105mph 195 195 195 195 110–125mph 0 0 0 0 Over 125mph 0 0 0 0 TOTAL 945 945 945 945 GAUGE (km of route) W6A 426 426 426 426 W7 97 97 97 97 W8 82 82 82 82 W9 52 52 52 52 W10 0 0 0 0 AXLE WEIGHT (km of track) Up to 20.3 tonnes 89 89 89 89 20.4 tonnes to 23.4 tonnes 193 193 193 193 23.5 tonnes to 25.4 tonnes 664 664 664 664 TOTAL 945 945 945 945 A B C E F H D G 235
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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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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 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
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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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
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
Page 260 and 261: 25 Chiltern lines continued These a
Page 262 and 263: 26 North London Line EAST ANGLIA ZO
Page 264 and 265: 26 North London Line continued Rene
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
Page 276 and 277: 29 West Wales continued Renewals ex
Page 278 and 279: 30 West Midlands local routes MIDLA
Page 280 and 281: 30 West Midlands local routes conti
Page 282 and 283: 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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