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• the impact of these flows on several key locations on the network including Leeds,Manchester, Leicester, the West Midlands,Reading,the North London Line and the West London Line. • the effect on our existing routes of the construction of the Channel Tunnel Rail Link (CTRL) and the opportunities to use it for freight. From this work, we expect to be able to carry our customers’ forecast freight volumes on these seven routes for the next five years,together with all declared passenger requirements.We are now producing indicative timetables for our customers to confirm this conclusion,although, inevitably, forecasting five-year timetables cannot be done with certainty. To accommodate the highest growth forecasts on these routes for all ten years, we propose the following: WCML corridor Under the PUG 2 agreement, we committed to providing an additional 42 paths for passenger and freight.In the past two years,the number of freight paths used on the WCML has stayed static at around 40,while our freight customers are forecasting a demand for more than 150 on some sections by 2009.The West Coast Route modernisation works include, at the south end,the provision for an increase in train length by around 40% which will help accommodate some of this extra demand.To provide a robust solution, we have to finalise one of three options. • Further investment in the WCML to accommodate all customer requirements which would involve substantial extra track work at a cost of at least £400M.We do not expect the traffic to be able to support this investment; it would have to come from grant funding. • Displacing some of freight’s requirements to other routes such as the MML or an orbital route that avoids London.Some further investment would then be required on those routes. • Further restructuring of the timetable for all the lines and all operators at the south end of the WCML which could release further capacity for freight. We will have finalised our proposals with customers and other stake h o l d e rs by July 1999, not just for the WCML bu t also for parallel routes such as those in Route 38. Additional capacity along the ECML Corridor Freight operator requirements – in terms of capacity, capability and funding – are being incorporated into the upgrade of the main route .This will include the provision of a mainly four-track corridor from London to Newcastle .To achieve this, we will use some parallel routes and reopen the Leamside Line in Durham.At a number of locations, we will create grade-separated junctions to minimise conflicts between train movements.Full details are set out in Route Strategy 2. Felixstowe Port traffic We propose to transfer port traffic to a cross-country route via Peterborough and Leicester to the WCML at Nuneaton by 2004 to reduce volume on the Great Eastern (Route 16) and North London Line (Route 26). We also intend to enhance the gauge of this new route.We expect to have proposals by July 1999.They will require grant funding. London-area capacity We shall create additional capacity between the eastern end of the GWML (Route 3) and between Acton and Cricklewood along the west end of the North London Line. This would accommodate freight requirements,together with a possible increase in passenger traffic. We will evaluate options with all our customers during this year. Southampton Dibden Bay Container Port If the Dibden Bay development proceeds in 2004, we may not be able to accommodate all train-movement forecasts in the Southampton area (Route 21) and at Reading (Routes 3 and 4). We will carry out feasibility work later this year to assess whether the projected train movements can be accommodated and,if not,what would be required to accommodate them. The ECML upgrade will include the provision of a mainly four-track corridor from London to Newcastle 87
freight These plans will include the creation of a third major route between London and Scotland 88 7.4 continued 7.5 Channel Tunnel–London We shall finalise the options for freight traffic between the Tunnel and London during the construction phases of CTRL. While we have begun to identify the nature of this enhancement investment on these key freight routes,and in several cases started further feasibility work, we are not yet able to meet our customers’requirements to commit to all of them in detail at this stage. In addition to this work on the key routes, we will also increase the capability of particular routes to improve the competitive position and operating performance of the traffic that they are expected to handle, for example, by enabling them to handle longer, heavier and faster trains. We are launching ‘Project Elephant’jointly with EWS to assess the opportunities for customers to run heavier freight vehicles on parts of the network. Priority freight routes These plans will provide the needed capacity for freight on existing long-distance routes for several years.However, we would like to do more by developing a network of primary routes for freight traffic and by reopening some important freight links to the network.These plans will include gauge enhancement of a network of routes,the creation of a third major route between London and Scotland,and the reopening of several freight branch lines.We will also be bringing forward plans for developing rail freight within and through the West Midlands conurbation. Our plans for a third Anglo-Scottish route are based on the GSW (Route 38), the Settle and Carlisle Line (S&CL) (Route 36), the MML (Route 5) and the existing route to the Channel Tunnel via Maidstone (Route 6) which will be a p ri m a ry freight route when the Eurostar service is tra n s fe rr e d to the CTRL.We are curr e n t ly wo rking on options for the t wo key gaps in this route which are between the MML and the S&CL and around London.We have made good progress in examining, with Derbyshire County Council and its p a rt n e rs , the options to reopen the section of route betwe e n Matlock and Buxton to provide an altern a t i ve route betwe e n L o n d o n , the Midlands and North West England. 7.5 Gauge enhancement The current capability of the network is shown in Section 5.5.During the last year, we have continued to raise the gauge of a number of individual route sections and started a programme to assess the potential of the network to accommodate higher-gauge traffic. More than 300 route kilometres have been moved to higher-gauge categories (details are set out in Table E on page 91). We have also begun to implement our plans to raise the loading gauge further on a network of key routes. These include: • the WCML from London to Glasgow including connections to Birmingham,Manchester and Liverpool. • two routes from the Channel Tunnel to London. • routes from the major container ports of Southampton and Felixstowe to join the WCML in the Midlands. • the GWML from Cardiff to London making a connection to the Channel Tunnel. • a Trans-Pennine route. • in addition to developing our upgrade scheme for the ECML, we plan to increase the main-line gauge of both freight primary routes to W10. Our objective is to clear these routes initially to accommodate 2.5m-wide loads and to a height greater than UIC A gauge, the commonest gauge in Europe and 25cm higher than the W6A exception gauges for which 60% of our network is currently cleared.These increases would accommodate all the current intermodal W9 mar ket on existing wagon designs and also allow the industry to address more of the road haulage market in piggyback mode with the new wagon designs that are now being introduced. However, where it is necessary to alter a structure, we will seek to clear it to accommodate 2.6m-wide refrigerated units and to a height equivalent to more than UIC B gauge which would allow specially adapted road trailers up to 4m high to be carried on new wagon designs.This will pave the way for the later development of this higher gauge on specific route corridors such as between the Channel Tunnel and Scotland.
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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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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 84 and 85: This section describes our plans fo
Page 86 and 87: 7.3 Table A Review of customer requ
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
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Page 110 and 111: 9.2 9.3 9.2 The Parliament and loca
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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
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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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