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23 Clapham Junction to Reading and branches SOUTHERN ZONE Connex South Central; South West Trains; Thames Trains; Virgin Trains; EWS. 250 READING G A B C D E F E F Waterloo–Barnes – capacity enhancement study St Margaret’s–Twickenham – capacity enhancement Feltham – improved facilities for coach link to Heathrow Airport Staines–Heathrow – new rail link Waterloo–Reading – work to enable Class 458 trains to operate Waterloo–Reading – linespeed improvements G Wokingham–Redhill –linespeed and capacity improvements See page 127 for colour key ASH ASCOT ASH VALE GUILDFORD WINDSOR & ETON RIVERSIDE WEYBRIDGE SHEPPERTON ✈ D STAINES KINGSTON C NEW MALDEN G E F B TWICKENHAM CLAPHAM JUNCTION A REDHILL
Route characteristics DESCRIPTION The route has two main elements. First, the line from London Waterloo to Reading via Staines, which is primarily a suburban commuter route, with little variation in stopping patterns and train speeds. Second, the North Downs Line connecting Reading, Guildford and the Brighton Main Line at Redhill. This line, despite being less busy, has a greater mix of traffic types, as it is used by freight and longer-distance passenger services. The route is predominantly two track, the only four-track section being between Clapham Junction and Barnes. There are short sections of single line on the approaches to Reading and between Frimley and Ash Vale. There are two non-electrified sections of the North Downs Line; these are Wokingham–Aldershot South Junction and Shalford Junction–Reigate. Route vision To capture a greater market share to Heathrow while improving suburban, orbital and cross-country services. In the short term, we have entered into a partnership with SWT, London Transport, BAA and the London Borough of Hillingdon to open a new rail–bus interchange at Feltham Station. This will open in the second quarter of this year. Feltham Station will then become a coordinated and timetabled interchange with direct bus links into Heathrow Airport. In the longer term, we see an opportunity for a rail link into Heathrow Airport from the southern direction and will work with the major industry players such as BAA, train operators and local authorities on the development of a proposal for a scheme named Airtrack. The Airtrack concept will give access to Route development and customer requirements Quality of service is important to us and our customers and so we are helping them to introduce new rolling stock on the route. This will also provide opportunities to improve journey times to Reading and improve the attractiveness of the route. Although this route has not been identified as a bottleneck, we have been working with SWT on a capacity study which includes Waterloo–Barnes. The aim of the study is to develop potential solutions to overcrowding on trains approaching Waterloo. The route is operating close to capacity during peak times and any immediate solutions found to ease this will be announced before the next NMS. We recognise that, if Feltham Gateway and Airtrack are successful in improving rail’s market share, capacity improvements will be required. Solutions to these could be higher density rolling stock and longer trains, coupled with a platform extension programme, but in the longer term expensive infrastructure solutions will have to be found. We are working on a strategy so that we can offer options to potential funders. The orbital line from Reading to Guildford and Redhill is a key strategic link for Thames Trains’ services between Oxford, Reading and Gatwick Airport, and for Virgin Trains’ services between the Midlands, the North and Portsmouth. Our vision is to improve the attractiveness of the line to encourage a significant increase in rail’s share of traffic from the Reading–Guildford Corridor to Gatwick Airport. We also expect further growth in passenger numbers on commuter services into Reading and Guildford and the route is under consideration for a potential gauge enhancement scheme which may result in increased freight usage of the line. While the present infrastructure is adequate for the current level of service, key pinchpoints are track and platform capacity at Reading and signal spacing between Wokingham and North Camp. We will undertake a study in conjunction with our customers to identify the level of enhancement needed to cope with projected growth. We are working with Thames Trains to identify a package of linespeed improvements to reduce the journey time between Reading and Gatwick Airport. Initially, we will identify incremental improvements which can be achieved in the short term. We will also examine further, major work which would be required to achieve Thames Trains’ aspiration of a one-hour journey time between Reading and Gatwick Airport. Other suburban routes branch off the core route at Barnes for the Hounslow Loop, at Twickenham for links to Shepperton and Kingston, at Staines for Windsor, Virginia Water for Weybridge and at Ascot for Ash Vale. The linespeed between Clapham Junction and Feltham and on some of the branch lines is 60mph. To the west of Feltham and on the North Downs Line, the predominant linespeed is 70mph. The suburban stations are capable of accepting eight-vehicle trains and this, together with the limiting capacity of the line to Waterloo, reduces the shortterm options to reduce overcrowding on trains at peak times. Heathrow Airport from Staines, on the Windsor & Eton Riverside Route. It could also provide new journey opportunities from this route to other parts of the national network. Although this route is essentially a suburban railway, we believe there is a demand for a faster journey time to Reading from Waterloo in order to make this route more competitive. This will also be important if, or when, the Airtrack development is completed. We recognise that there are some significant difficulties in achieving this but are looking at economical ways to deliver the industry vision. Train performance is an area that we and our customers take very seriously. We are therefore developing a strategy that will see a rapid and steady reduction in infrastructure failures on the core of the route between Waterloo and Barnes. We anticipate that this improvement will be tangible by the next NMS. This will be achieved through enhanced maintenance and targeted renewals of infrastructure. Together with our maintenance contractors, we have developed teams of specialists who target persistent infrastructure failures until they are eliminated. We see this as essential to drive down train delays and improve train punctuality. We are also working with our customers on initiatives that will yield performance improvements through train timetabling and contingency planning. Improving train punctuality when the number of trains running on our network has increased substantially is an enormous task. Wo rking with tra i n o p e ra t o rs, we will improve charter punctuality by two percentage points over the next two ye a rs. This improvement, which will vary across service groups, will t y p i c a l ly result in 16% fe wer trains arriving at their destinations more than fi ve m i nutes late. We recognise that, as demand increases, we will have to address depot capacity and location and have started working with our customers on a depot strategy that will enable us to make incremental improvements to the depots as demand increases. We intend to work with customers to improve the attractiveness of stations through completion of the regeneration programme and will be renewing existing customer-information systems on South West Trains’ operating area over the next two years. In partnership with SWELTRAC, we are working to deliver environmental improvements to various stations in South West London. We are also working with the Rugby Football Union to seek improvements at Twickenham Station to accommodate passengers attending events at the Twickenham ground. We recognise that increased demand for passenger services also requires more car-parking capacity. We are working with our customers to identify locations where improvements in car-parking facilities can and should be made, including facilities to cater for off-peak demand. In conjunction with South West Trains, we are currently exploring a car-park extension at Egham. 251
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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
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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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Page 202 and 203: 12 Manchester and Crewe to North Wa
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Page 206 and 207: 13 Manchester to Sheffield and Nort
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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 232 and 233: 19 Brighton Main Line and South Lon
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
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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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Page 282 and 283: 31 East Midlands local routes MIDLA
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Page 286 and 287: 32 Merseyside NORTH WEST ZONE FNW;
Page 288 and 289: 32 Merseyside continued These are t
Page 290 and 291: 33 Manchester to the coast NORTH WE
Page 292 and 293: 33 Manchester to the coast continue
Page 294 and 295: 34 Lancashire NORTH WEST ZONE FNW;
Page 296 and 297: 34 Lancashire continued These are t
Page 298 and 299: 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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