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This section sets out our ambitious and expansive plans to develop the rail network,to meet customer and funder requirements, and also the Government’s Integrated Transport Policy objectives. We include our assessment of current market position, future growth opportunities, and the importance of network capacity to deliver growth aspirations.Our plans include major increases in capacity to remove the bottlenecks set out in our 1998 Statement, provide for the development of high-speed passenger services, urban network enhancements, and the creation of stations for the 21st century. We set out those schemes to which we are already committed, along with new commitments and the market risks that we wish to take. In addition, we present a portfolio of schemes which require elements of public support, but in which we also wish to share market risk. 61
developing 62 6.1 There is a core commercial network of long-distance passenger services for which growth can be accommodated through investment that has a commercial return 6.1 Passenger markets The passenger market can be categorised broadly into: • Long distance services • Urban services • Rural services • Access to airports and ports. Long distance services There is a core commercial network of long-distance passenger services for which growth can be accommodated through investment that has a commercial return.This is supported by our customers' own plans to meet growing demand.Our strategy is to work with our customers to develop their businesses and to increase the number of passengers travelling on their services.Our main contribution is usually the investment necessary to reduce journey times and to ensure that there is sufficient network capacity to handle increased frequencies.In addition,the radical timetable restructuring that is necessary is being promoted through a new collabora t i ve approach involving all opera t o rs – both passenger and freight – with the objective of the highest possible level of network use. Access to London Public transport accounts for around 80% of central London journeys to work and almost 50% of these use national rail as the main mode of travel.Most independent forecasts suggest that employment in central London will continue to grow steadily, putting increasing strain on our network.On most major corridors,the railway is already operating at,or close to, maximum peak capacity and we are devoting considerable energy to the development of enhancements that will enable rail to cope with traffic increases well into the next millennium. These enhancements generally need to be developed in partnership with public bodies,both because of the planning issues involved and because the schemes are not economically viable without taking account of the social benefits they bring. Urban network development – Scotland, Wales and the English regions The economic and social development of cities in Scotland, Wales and the English regions provides one of the strongest challenges to turn the concept of integrated transport into reality. Choices exist both in the short and long term as to how to optimise the economic benefits of integrating good highway planning and commercial land-use developments, particularly on the edge of existing conurbations,while sustaining the viability and cohesiveness of the established business,shopping,leisure and residential core of inner and central city areas.For the same reasons as in London, partnership with public bodies is essential.Planning authorities have recognised that the core attributes for public transport in a good policy on integrated transport are likely to include physical accessibility, clarity of,and access to, information and ticketing,and safety and comfort in the travel and waiting environments. Rural services Population densities in rural areas are relatively low, and high levels of public sector support are normally required to fund public transport services.The rail network often provides a vital means of social accessibility for those in local communities who either do not have access to a vehicle , or prefer not to drive. Prospects for economically viable growth strategies based on infrastructure enhancement are limited but there are many initiatives where we work with local public sector agencies to continue to promote the development of train travel. Access to airports and ports Growing demand for international travel, for both business and leisure, is putting pressure on surface access to airports and ports. We are working with a number of operators of such facilities to develop high-quality rail access.Examples include: London airports. Gatwick Airport has, for a number of years,enjoyed high-quality rail links to central London. Capacity improvements for additional services,including those provided by long-distance operators,is being considered for the Brighton Main Line.
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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
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 18 and 19: We firmly believe that risk is best
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
Page 30 and 31: 3.5 3.6 3.5 Year 2000 compliance an
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
Page 56 and 57: 5.4 5.4 Network utilisation Capacit
Page 58 and 59: Loading gauge This stipulates the m
Page 60 and 61: Electrification 38% of the rail net
Page 64 and 65: H e a t h r ow Express commenced se
Page 66 and 67: een discussed with customers,funder
Page 68 and 69: SUMMARIES OF KEYLOCATIONS IDENTIFIE
Page 70 and 71: 6.6 6.6 Stations and depots Discuss
Page 72 and 73: Major stations Last year, we report
Page 74 and 75: 6.8 6.9 6.8 Timetabling With an inc
Page 76 and 77: Table A Enhancement expenditure (£
Page 78 and 79: Enhancement schemes Previous commit
Page 80 and 81: NAME ANDDESCRIPTION OF SCHEME Paddi
Page 82 and 83: NAME ANDDESCRIPTION OF SCHEME Victo
Page 84 and 85: This section describes our plans fo
Page 86 and 87: 7.3 Table A Review of customer requ
Page 88 and 89: • the impact of these flows on se
Page 90 and 91: Proposed gauge enhancements W10 gau
Page 92 and 93: Table C Loading gauge classificatio
Page 94 and 95: Table G Freight volume, income and
Page 96 and 97: Table H Summary of freight specific
Page 98 and 99: In this section, we show in more de
Page 100 and 101: B How Railtrack could get traveller
Page 102 and 103: 8.4 We have suggested to the Govern
Page 104 and 105: 8.5 Thameslink 2000 The primary obj
Page 106 and 107: Further developments include: • s
Page 108 and 109: This section provides a summary of
Page 110 and 111: 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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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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