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This section describes our plans for the development of freight services. We set out the results of our work to understand our customers’requirements and accommodate their forecast demands – a threefold increase in freight traffic over ten years. We describe the work we have done on the freight route strategy, including the evaluation of alternative routes between London and Scotland. We set out our strategy for gauge enhancements including development of a higher W10 gauge on a network of key routes which mirror the motorway network.We have submitted an application to the Department of Environment, Transport and the Regions (DETR) to fund introducing this gauge between London and the Channel Tunnel. 83
freight Volume overall. . . grew by 12% last year and we expect a similar increase this year 84 7.1 7.2 7.1 Progress in 1998 In last year’s NMS, we challenged ourselves and our partners in the freight industry to increase rail in the freight market and freight in the rail market.Early results are encouraging. Volume overall,when measured in gross tonne-kilometres, grew by 12% last year and we expect a similar increase this year. Our customers have begun to introduce new locomotives and wagons,increase their share of traditional rail freight markets and develop new ones. Together we are developing new freight terminals and bringing disused facilities back into use . In addition, we welcome the recent publication of the Sustainable Distribution document by DETR.It contains a number of important developments which will help set the scene for the further growth of the rail industry. We are pleased to be part of this renaissance in rail freight.We have started to increase the loading gauge on certain key routes so that the industry can address more of the intermodal market.We have streamlined the processes for developing projects and are introducing new equipment to make it easier for our customers to introduce more innovative services.In the last year, more than 100 certificates for freight equipment have been approved by our Rolling Stock Approvals Board,with the introduction of the Class 66 locomotive and the UK-built steel-coil wagon by English, Welsh & Scottish Railway (EWS),and the Class 57 locomotive and new intermodal wagons by Freightliner being particular highlights. We have reduced the number of delays that we cause to freight trains by over 10% and have developed extra paths on the network whose departure, arrival and transit times more readily meet the market’s future requirements. We have become more flexible in meeting customers’ requirements by modifying our timetabling procedures to allow them to run more trains at short notice. Over the past two years,the number of freight trains run on short-term schedules has risen by 50% and is now more than half of the total,with a particular increase in trains run at less than 48 hours’notice. <strong>The</strong>se developments have been achieved largely within the current capacity and capability of the network.Spare capacity remains, for the time being,on most routes and we have identified a number of additional paths on key freight corridors.But,if our customers’market forecasts are to be achieved, we will need to continue to invest in the infrastructure in anticipation of market demand as well as seek timetabling solutions to accommodate growth in both passenger and freight traffic. However, in assessing the future, we must sound a note of caution.Some of the recent growth has been in traditional rail freight markets where the increase has been in distance rather than tonnage. Growth in the net tonnes car ried has been more modest.<strong>The</strong> rail industry has not yet made significant advances into the core road freight markets.And, together with other industry parties, we have more work to do in developing a mechanism to keep our track access charges affordable and above our avoidable costs,while simultaneously investing to meet the longer-term market requirements. 7.2 Customer requirements Over the past six months, we have been working closely with our customers to develop the rail freight market. This work has included: • a joint understanding of the market potential. We have used our customers’ forecasts in this NMS to assess the potential demand for additional capacity and for improvements in capability of the network. • a review of the economics of carrying rail freight on the network today which we have shared with key stakeholders. • reviewing a wide range of operating and development issues.From this work, we have identified a number of areas where we can make further improvements and have agreed targets with our customers to measure our progress. Overall,our customers have formally identified 194 requirements.We have agreed a way forward on 161.Of the outstanding issues, 14 will be covered by the standard industry processes, or by us providing further information to support our views, eg indicative timetables of future capacity on particular routes.We are developing plans for the remaining 19,having discussed them further with our customers and the Rail Regulator.We have referred to the key points in Table A opposite.
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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
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 62 and 63: This section sets out our ambitious
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 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
Page 112 and 113: S t a t i o n s . We have committed
Page 114 and 115: Key de velopments The map identifie
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Page 118 and 119: 10.3 10.3 Sustaining the network Si
Page 120 and 121: We will raise linespeed between Lon
Page 122 and 123: Table A Expenditure on maintenance,
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Page 126 and 127: 16 Great Eastern Main Line and bran
Page 128 and 129: Colour coding used on the Route Str
Page 130 and 131: Maintenance expenditure (£M - 1998
Page 132 and 133: Maintenance expenditure (£M - 1998
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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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16 Great Eastern Main Line and bran
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16 Great Eastern Main Line and bran
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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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