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Table C Loading gauge classification RT NOMENCLATURE UIC HEIGHT ROUTE km STATIC GAUGE MAX W9 HT MAX TRAILER HT CURRENT FUTURE EQUIVALENT CURRENT FUTURE HEIGHT ARL* WIDTH MULTIFRET** MEGAFRET** 330MM ARL*** UCI A 0 2147 3.896 2.500 2.910 3.030 3.770 n/a W10w > UCI A - - 3.896 2.600 2.910 3.030 3.770 n/a W11 > UCI B - - 4.130 2.500 3.140 3.260 4.000 n/a W11w > UCI B - - 4.130 2.600 3.140 3.260 4.000 TOTAL 16522 16559 * above rail level ** wagon type. Multifret @ 945mm ARL,Megafret @ 825mm ARL *** with specially adapted suspension Table D Programme for gauge enhancement ROUTE km TO W10 OR UIC A EQUIVALENT HEIGHT TO W11 OR UIC B EQUIVALENT HEIGHT Table F Potential routes for reopening KEY STRUCTURES COST TIMESCALE KEY STRUCTURES COST* TIMESCALE WCML north 522 3 1.5 1999 3 66.1 2004 WCML south 120 2 0.5 1999 9 99.0 2004 WCML connections 100 3 15.0 2004 3 25.5 2004 Channel Tunnel London 133 4 29.0 2005 7 73.8 2005 Southampton–Midlands 275 4 27.0 2004 Felixstowe–Midlands 327 1 50.0 2004 Cardiff–London 240 3 25.0 2005 Trans-Pennine 175 6 45.0 2005 TOTAL 1892 26 193.0 22 264.1 * to 2.5m wide only Table E Progress with gauge enhancement during 1998 The following routes have been cleared to W9 (SBI) gauge: Parkeston Quay–Forest Gate, (WCML to Mossend via Shotts and Carstairs) Newcastle–Holytown Junction via the ECML,Millerhill and Carfin,Warrington–Ditton via Widnes,Trafford Park–Allerton,(Golborne–Ordsall), Fawley–Marchwood,(Ardwick–Diggle via Guide Bridge), Peterborough–Ely, Coatbridge–Hillington,(Earlestown to Edgehill) W8 (W6A8’6”) gauge has been provided on Mossend–Grangemouth and to Kyle of Lochalsh via Inverness and Dingwall, Weston-super-Mare–Exeter, (Farringdon Curve–Clitheroe and Hall Royd Junction),Carlisle–Corkickle for certain wagons. Railtrack owned: Grimethorpe, Stirling–Cambus–Alloa–Kincardine, Caldon Low, Leamside, Claydon LNE Junction–Bletchley, Rugby–Rugby cement works, Seaham Harbour, Pensnett,Rock Ferry–Canning St,Bootle Junction–Aintree. Not Railtrack owned: Nuneaton avoiding line, Rugby cement works–Long Itchington,Dumfries–Maxwelltown,Greenock Princes Pier branch, Cambus–Menstrie, Lichfield–Walsall,Stratford–Honeybourne–Cheltenham. When we have finished this programme, at least 1,892km of the network will be available at W10 gauge 91
freight We are building on the opportunities that we have identified to improve the transfer of freight between road and rail 92 7.6 continued 7.7 We have identified a further 17 route sections from our own and other property portfolios that we may reopen in the next few years (see Table F).Protecting disused sites and terminals is a vital challenge to everyone involved in the rail freight industry. As the Sustainable Distribution document notes it is particularly important that the relevant planning guidance recognises the need to retain locations where there is a realistic prospect of future traffic. From the first phase of our work with the Highways Agency in England and the National Roads Directorate in Scotland, we are building on the opportunities that we have identified to improve the transfer of freight between road and rail. We support the policy of a national framework for major freight interchanges.Our role is to secure suitable locations,facilitate their connection to our network and the agencies trunk road network, and to develop them provided that there is a sensible commercial opportunity and to the extent that others do not take the lead on individual projects. To underpin this development work and to enable local authorities to contribute further to the development of rail freight opportunities, we will be shortly publishing a new Rail Freight Reference Bookin partnership with representatives of local authorities and the freight operators. 7.7 Progress with our Ten-Point Plan In April 1997, we summarised our initial plans to develop rail freight in a Ten-Point Plan.Since then,the industry has made enormous progress.As we have set out below, some of the issues we identified in the Plan have been addressed,while new challenges have arisen. 1. Reduction in costs On the basis that we have previously measured our costs, we have continued to make progress in reducing them.Our unit prices to freight customers fell by 7.9% last year while our unit costs fell by 9.7% (see Table G opposite). However, during the year, we have reviewed in more detail the composition of the fixed and variable costs that we incur in handling particular types of rail freight traffic on certain routes.Although the overall totals of prices and costs are in line with each other, and our pricing structures are consistent with the Rail Regulator policies, we may need to restructure future track access arrangements to better reflect our new understanding of cost causation.This shows that the variability of our costs as a result of changes in the volume of traffic over the network,is much higher than the current access charges assume. We are discussing this issue with industry stakeholders who share our concern that any necessary increase in our marginal prices to reflect costs, might affect anticipated growth (see also Section 1.5). 2. Better routes for freight In publishing the route directory in CD-ROM fo rmat and on the Internet (www. f r e i g h t . c o m m e r c i a l . c o. u k ) ,we completed the fi rst stage of documenting the current chara c t e ristics of the netwo rk . Since then, we have begun wo rk on assessing the n e t wo rk ’s potential capability and have set out how we want to improve it further in our freight route stra t e g y.We have also introduced the ‘ F r e i g h t w ay ’c o n c e p t , a domestic ve rsion of the Trans-European Freight Freeways promoted by the EU, t o identify existing capacity on the netwo rk in anticipation of m a rket demand.The fi rst phase of this wo rk highlighted 27 r e t u rn , long-distance paths on fi ve key freight routes with d e p a rt u r e, a rrival and transit times that are competitive with r o a d . EWS has since taken up two of these paths. 3. Service improvements – reduction in delays Freight customers have also benefited from the improvements in Railtrack’s service performance. In the Ten-Point Plan, we set ourselves a target reduction of 5%. Total-minutes delay in 1997/98 were reduced by 21% while the number of trains increased by 5%.Delays per train fell to less than five minutes on average.We expect these trends to continue.We have not yet been able to provide specific information about the performance of our freight-only lines but expect to have fulfilled this customer requirement by July 1999.
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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
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 88 and 89: • the impact of these flows on se
Page 90 and 91: Proposed gauge enhancements W10 gau
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
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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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