R A I LT R AC K - The Railways Archive

SUMMARIES OF KEYLOCATIONS IDENTIFIED IN THE 1998 NETWORK MANAGEMENT STATEMENT WITH PREDICTED CONGESTION
We are committed to working with our customers to ensure that their new vehicles can be introduced on
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LOCATION AND POSSIBLE SOLUTIONS TO CONGESTION
Midland Main Line: Leicester area. We are already increasing capacity at Wigston North Junction.We are examining
whether additional capacity would be required if Felixstowe–Midlands–North West freight trains are rerouted by Leicester.
West Coast Main Line: Rugby–Carlisle. The West Coast Main Line modernisation project will provide additional
paths,limiting growth of freight paths to the minimum agreed with the Rail Regulator. Our position is that it is not
economical for the industry to provide paths for freight beyond 84 per day.
West Coast Main Line: Crewe and Colwich–Manchester (Slade Lane Junction). The West Coast Main Line
modernisation project commits Railtrack to providing additional capacity to meet existing and future contractual
commitments.Complete renewal of the signalling between Slade Lane and Cheadle Hulme will begin in 2000/01 and this
will incorporate capacity enhancements to accommodate the additional PUG 2 services.We are currently determining the
scope of the layout and signalling changes required between Cheadle Hulme and Crewe.
North London Line: Stratford–Richmond. The options for this route , which links the key radial routes from London,
can now be identified as our strategies on the radial routes has been finalised.
West London Line: Willesden Junction–Clapham Junction. We have examined a number of solutions involving
increasing the linespeed over Chelsea River Bridge, the examination of the prevailing linespeed to provide a smoother
profile, resignalling,the transfer of AC/DC electrification interface to a station stop, possible rerouteing of freight and/or
other passenger paths,and buying out of paths.The Chelsea River Bridge linespeed solution has been proposed as the most
appropriate short-term solution to reflect emerging market and customer needs.
East Coast Main Line: Peterborough–Newcastle. We have committed to phased increase in capacity.
Midland Main Line: Sheffield area. We are undertaking a timetabling exercise to ascertain the scope of infrastructure
works necessary. Possible solutions include the doubling of the line between Dore Station Junction and Dore West stations.
Great Western Main Line: Didcot–Swindon. We will implement proposals depending on emerging growth in traffic.
These include upgrading facilities for looping freight trains,increasing platform capacity at Swindon,and enhancing the
signalling system.
Derby–Bristol and Didcot via Birmingham: Didcot–Leamington Spa. Known customer and market
requirements can be met by existing infrastructure except between Banbury and Fenny Compton.Additional signalling
between these locations will provide the necessary capacity.
London–Portsmouth and Weymouth: Southampton–Bournemouth. Further analysis suggests that train-path
demand will not exceed capacity during the planning period.However, planned signalling renewals work will marginally
increase capacity.
Reading and Bristol–Penzance: Exeter–Plymouth. Further analysis demonstrates that known customer and
market requirements can be met by existing infrastructure.
Derby–Bristol and Didcot via Birmingham: Derby–Birmingham. Retimetabling,increasing capacity through
additional infrastructure. Our analysis shows that the present information can accommodate known market and customer
requirements.
West Coast Main Line: Birmingham–Wolverhampton. Further analysis demonstrates it would not be costeffective
to increase capacity on this route . Consequently, one customer’s aspirations will not be met.This position has been
agreed with the industry.
West Coast Main Line: Edinburgh: (Haymarket East Junction–Midcalder). Further analysis suggests that
present infrastructure can accommodate all existing and known future customer demands.
STATUS
Short-term solution being
implemented.
Solutions being implemented.
Design and development authority
for Cheadle Hulme and Slade Lane
being progressed.
We are currently developing options.
Partial solution has been proposed.
Other solutions being identified for
longer term.
P r e fe red solution identifi e d .
Options being identified.
Options identifi e d . Selection
and implementation subject to
t ra f fic grow t h .
Solution identifi e d .
No solution curr e n t ly required.
No solution required.
Options identifi e d .I m p l e m e n t a t i o n
subject to tra f fic grow t h .
Solution implemented.
No track capacity solution required
( but overhead-line power supply
a n a lysis continu i n g ) .
COMPLETION DATE
1999
2005
2002–05
n/a
2001
2003–09
2003
2006
2003
n/a
n/a
n/a
Implemented
n/a
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