route 18 wcml
TRANSCRIPT
Route Plans 2007Route 18West Coast Main Line
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Route contextThe West Coast Main Line (WCML) is of strategicimportance in a European context and has beendesignated as a priority Trans-European Network(TENS) route. It is the principal rail freight corridorlinking the European mainland (via the ChannelTunnel) via London and South East England to theWest Midlands, North West England and Scotlandand is one of the busiest freight routes in Europe.
In terms of the national context, the WCML is thebusiest mixed traffic route in the UK. It is centralto the business of Virgin West Coast in providingfast long distance Intercity passenger servicesbetween London, the West Midlands, the NorthWest, North Wales, Glasgow and Edinburgh.Beyond this, it plays a crucial role in commuterrail services in North West London and beyond,as well as linking with numerous other urban,
interurban and rural rail services. Silverlink Countyoperates fast interurban commuter servicesbetween Northampton and London Euston. BothVirgin West Coast and Silverlink County haverecently invested in new rolling stock; Virgin Trainsintroduced the class 390 ‘Pendolino’ capable ofspeeds up to 125mph, and Silverlink introducedthe class 350 ‘Desiro’ with a maximum speed of100 mph. 40 per cent of all UK rail freight usesthe WCML at some stage in its journey and keyfreight depots along the route are forecast togenerate increasing traffic for at least the next 10years. All the main UK freight operators run trainsover the route.
The West Coast Route Modernisation (WCRM)has delivered a significant amount of infrastructureimprovement, including: line speed improvements
Route 18 West CoastMain Line
along the majority of the route providing 125 mphin tilt mode; resignalling; track and overhead linerenewals and improvements; electrification ofthe Crewe – Kidsgrove line, plus power supplyupgrades; new and extended platforms; new linesand a flyover at Nuneaton and new junctions at several locations. Additional line speedimprovements are planned, including further workon Stoke and Crewe lines and improvements tosections of the Liverpool and Glasgow lines.Enlargement of Milton Keynes and Rugbystations, widening of the Trent Valley route, alongwith changes at Nuneaton and between Creweand Weaver Junction are programmed fordelivery by the end of 2008. A revised timetablewill be implemented after the completion of themain elements of the project at the end of 2008.
The key outputs that will be delivered by thistimetable are:
• London to West Midlands services every20 minutes, with a standard journey timeof 1 hour 23 minutes;
• London to Manchester frequency increasesto a train every 20 minutes, and end to endjourney times of just over two hours;
• London to Liverpool will be around 20 minutesquicker and extra peak trains will operate;
• increased frequencies between London,Lancashire, Cumbria and Scotland, withconsiderable journey time improvements andGlasgow trains being half an hour quicker; and
• increased route capacity for further growthin freight traffic.
The north end of the route – Carlisle to Scotland– is undergoing the final stages in the upgrade,which will include additional capacity provision.Focus will then be centred on a number of site-specific improvements for completion during theremainder of this control period (up to 2009) andinto the next (up to 2014). These schemes willenable a further improvement in performance,capacity and service, all of which will be realisedduring the next control period.The only constrainingelements remaining will be the two-track mixed-traffic railway north of Preston, the low speed onthe through lines at Crewe and the junction layoutsnorth and south of Stafford. Options to improve therestrictions at the last two of these locations arebeing developed as part of schemes that will bedelivered during the next control period.
Train service improvements, involving additionalservices with reduced journey times, weregradually introduced in September 2004 and thenin June and December 2005, taking advantageof the upgraded infrastructure. This has alreadydelivered significant journey time improvementsLondon – Manchester and London – Glasgow.WCRM has transformed the reliability of the WCMLand performance consistently exceeds theinterim target of 88% PPM for Virgin West Coastand 90% PPM for Silverlink’s interurban services.
Today’s route The principal elements of the route are describedbelow with the relevant Strategic Route Sectionshown in brackets:
• the WCML from London Euston to Carstairsvia Trent Valley and Crewe for approximately600km (18.01 – 18.06) with diverging routesat Rugby for Birmingham, ColwichJunction/Norton Bridge to Cheadle Hulme(Manchester) (18.08) and at Weaver Junctionto Allerton (Liverpool) (18.07);
• the Camden Junction to Watford Junction DCelectric lines (18.11);
• the branch from Watford Junction to St AlbansAbbey (18.10) which was designated as a‘Community Rail’ pilot by the SRA;
• the branch from Bletchley to Bedford (18.12);the passenger service run on this branch linehas been designated as a community railservice by the DfT;
• the Kidsgrove to Crewe line (18.09); and• various freight-only lines (18.13).
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Route 18 West Coast Main Line
1
Passenger and freight demand An increase in passenger journeys has been experienced on long distance intercity services operated by Virgin West Coast, with recent growth in the range of 8% to 9% p.a. Passenger demand for peak services into London at the southern end of the route has also been growing steadily. Growth in demand has in part been driven by increased employment opportunities within the central London area. Continued economic growth can be expected to generate further increases in the off-peak travel market, especially to central London where rail competes strongly with other modes.
Passenger demand on inter-urban services along the Northampton – Coventry – Birmingham New Street corridor has also been growing steadily at a yearly rate of 4.5%. This growth is being stimulated by improved service performance, timetabling, service quality and line speed improvement initiatives.
The West Midlands Route Utilisation Strategy (RUS) listed the 20 ‘most heavily used’ stations in the RUS area which included Stafford and Tamworth. At the other end of the scale, six of the 20 ‘least used’ stations in the West Midlands were identified on Route 18. These were Atherstone, Polesworth, Rugeley Trent Valley, Norton Bridge, Barlaston and Wedgwood. Polesworth was noted as averaging less than one passenger per train.
1 Route 18 W
est Coast M
ain Line
18
Current services Route 18 is unusual in terms of the diversity of traffic types it carries. In particular it accommodates the network’s long distance tilting passenger services, operating at speeds of up to125 mph. These are operated by Virgin West Coast, the predominant operator along the route. These provide long distance intercity services between London and the West Midlands, the North West, North Wales, Glasgow and Edinburgh. The majority of the services are operated by class 390 electric tilting trains, with some services to Holyhead provided by tilting class 221 diesels. Typical weekday frequency is two trains per hour between London Euston and Birmingham; two trains per hour between London Euston and Manchester; and hourly services between London Euston and Liverpool / Preston, with a lower frequency operating further north.
Virgin Cross Country operates long distance intercity services that radiate on a clock face timetable from Birmingham New Street, linking major destinations like Manchester, Glasgow and Edinburgh across the network using the WCML as a key component in their operation.
Silverlink County operates inter-urban services along the route between London, Milton Keynes and Northampton, including the branches to St Albans Abbey and Bedford. Silverlink Metro operates services on the DC lines providing an ‘all stations’ service between London and Watford Junction. LUL Bakerloo line services also utilise the lines between Queens Park and Harrow & Wealdstone.
Central Trains provide inter-urban services on many other parts of the route between Northampton/West Midlands and Preston.
Further north, Arriva Trains Wales, Northern Rail and TransPennine Express operate an extensive range of rural and inter-urban services that connect various intermediate stations on the route. In many cases these services provide vital connections linking long distance main line services with numerous communities in the Midlands, North West England, Wales and Scotland.
First ScotRail operates the Caledonian Sleeper services between London Euston and Edinburgh, Glasgow, Inverness, Aberdeen and Fort William.
Southern provides a service linking Brighton and Gatwick Airport with a WCML interchange at Watford Junction.
English, Welsh and Scottish Railway (EWS), Freightliner, Freightliner Heavy Haul, GB Railfreight, Direct Rail Services and Cotswold Rail provide freight services over the route, of which some operate over almost its entire length. Freight traffic conveyed across the route is dominated by coal, aggregates, intermodal and European container traffic. A modest amount of Royal Mail traffic is moved by GB Railfreight using class 325 EMUs between Willesden, Warrington, and Shieldmuir.
Network Rail Route Plans 2007
2
Figure 1 shows the tonnage levels on the route. Figure 1 Tonnage
Traffic volumes are summarised in Figure 2.
18
Route 18 W
est Coast M
ain Line
Figure 2 Current use
Passenger Freight Total
Train km per year (millions) 38 11 49 Train tonne km per year (millions) 13,821 9,487 23,308
Network Rail Route Plans 2007
3
Current infrastructure capability Route clearance of the G&SW route (Gretna – Dumfries – Kilmarnock – Glasgow) for Class 390 trains to be diesel hauled in non-tilting mode was completed earlier this year. This facilitates the diversion of Virgin West Coast services when the
WCML north of Gretna is blocked by engineering work.
The following maps set out the capability of the current network.
Figure 3 Line speed Figure 4 Electrification
1 Route 18 W
est Coast M
ain Line
18
Network Rail Route Plans 2007
4
Network Rail Route Plans 2007
Route 18 W
est Coast M
ain Line
Figure 5 Route availability
Figure 6 Gauge
18
5
Current capacity Timetable changes that occurred between September 2004 and December 2005 consumed much of the current daytime capacity on the route. Further capacity will be released in December 2008 upon completion of a number of major capacity enhancement schemes such as at Rugby and along the Trent Valley.
Timetabling The complex mix of services on the WCML represents a major challenge. For example, it is recognised that the use of more electric locomotives (class 92) to haul coal trains along double track sections north of Preston may create more capacity, especially when timetabled amongst long-distance passenger services operating at speeds of 100mph and above. At the southern end of the WCML where four or more tracks are available, the question of fast and slow traffic mix is less acute. Further capacity could be realised by utilising allocated paths that are not used on a daily basis.
Junction configurations and track layouts at Crewe are sub-optimal, placing operational limitations on manoeuvres whilst limiting through line speed (for example Manchester - Cardiff services traverse the entire junction throat).
1 Route 18 W
est Coast M
ain Line
18
The section of line between Watford Junction and St Albans Abbey is currently capacity constrained as it is a single track.
Station capacity The majority of the stations between London Euston and Bletchley have received platform extensions enabling peak Silverlink services that are 12 vehicles in length to call. However, the up slow line platform at Bletchley will not be lengthened until completion of remodelling/ re-signalling in 2009/10.
Current rolling stock The new fleet of Class 350 trains introduced by Silverlink and Central Trains over the past year has proven to be critical in delivering improved passenger standards and expectations. Delivery of the class 350 trains has enabled train operators to
provide additional capacity on the Euston to Northampton corridor, facilitating the increased number of 8 and 12-car formations. Furthermore, the new rolling stock has led to improved acceleration in services and enabled key services within and from the West Midlands to Liverpool and Preston to be strengthened.
TransPennine Express has recently taken delivery of its new 2- and 3-car, class 185 diesel fleet. The additional rolling stock has supplemented its existing fleet thus providing increases in passenger capacity, improvements in performance, reliability and overall passenger experience.
Current car parking It is recognised that the limited car parking facilities at smaller stations along the WCML could be suppressing further passenger growth. There are ongoing discussions between the train operators, local authorities and Network Rail to consider how improved facilities can be accommodated and funded. In a few cases, improvements to local bus/light rail may also offer opportunities.
Figure 7 represents numbers of trains in the morning peak hour.
Current performance Industry performance levels along the route are steadily improving, primarily driven by the introduction of new rolling stock and improved infrastructure reliability. Further improvements will be realised as planned renewals and enhancements are completed. The agreed annual delay minutes target – Network Rail on Virgin West Coast – for 2006/07 is set at 486,000 compared to 550,000 minutes in 2005/06.
Performance can be expected to be adversely impacted during the final WCRM projects at Rugby, Milton Keynes, Colwich, Nuneaton and Trent Valley 4-tracking. We are working with operators and stakeholders to minimise this impact as much as possible and we will continue with our on-going commitments arising from joint industry working groups to deliver year on year performance improvements.
Figure 7 Current train service level (peak trains per hour)
Route Section Fast Lines Slow Lines DC Lines
Euston – Watford Junction 11 9 13 Milton Keynes – Rugby (south of Hanslope Junction) 11 6 n/a
Rugby – Stafford (south of Colwich Junction) 9 n/a n/a Stafford – Crewe (south of Norton Bridge) 7 3 n/a
Network Rail Route Plans 2007
6
Figure 8 Current PPM MAA (2006/07)
TOC MMA As at period
Arriva Trains Wales 87.2% 11 Central Trains 84.2% 11 Northern Rail 87.2% 11 Silverlink 90.9% 11 Transpennine Express 89.2% 11 Virgin Cross Country 83.7% 11 Virgin West Coast 86.4% 11
As part of this joint working, Network Rail has sought to encourage bidders for the West Midlands and Cross-Country franchises to consider participation in the Birmingham integrated control centre (ICC), which opened in Spring 2005. This centre has brought about improvements to performance and opportunities for closer working with operators. Progressive centralisation of WCML South signal operations into Rugby, and the West Midlands signalling into the West Midlands Signalling Centre (WMSC) at Saltley is expected to yield similar benefits.
Figure 8 shows the current PPM for the main TOCs running along the route.
Future requirements Strategic direction
Route 18 W
est Coast M
ain Line
18 The overall strategy for the route is as defined in the former SRA’s West Coast Main Line Strategy, dated June 2003. This envisaged that by completion of the WCRM programme in December 2008, an expansion of 80% in long distance passenger paths would be achieved compared to the pre-WCRM situation, and capacity for 60-70% more freight paths and 775 metre freight trains. The strategic direction of the WCML post-2008 will be addressed by the WCML RUS. This will include an assessment of opportunities presented by resignalling, notably at Crewe and Stafford, and life-extension works at a number of other signal boxes further north. It will also consider the aspirations of Scottish Ministers for improved cross-border connectivity, including destinations other than London. Work on this RUS is expected to commence in late 2007.
Future demand It is recognised that growth in passenger usage may be considerably more on the major long-distance flows than envisaged in the SRA document, as a result of the WCRM improvements. Virgin West Coast is already experiencing growth in the region of 8-9% p.a. and they anticipate 100% growth by the end of their franchise. Much of this growth is a result of new trains and faster journey times that are proving to be a more powerful stimulus to travel than might have been anticipated.
Journey time and service frequency improvements within the December 2008 timetable may accelerate growth further.
Based on industry assumptions and the recent evidence outlined above, it is probable that passenger growth can be handled for the next few years by means of increased train lengths and increasingly advanced methods of yield/demand management. However, there is a real possibility that in 10-20 years time, even with these measures, parts of the WCML will reach a point where saturation is reached at peak periods once all practical options on longer trains have been taken up. This is a key challenge that will be investigated in the WCML RUS.
Additional growth may be experienced on completion of the proposed housing development announced in 2003 by the Office of the Deputy Prime Minister around Milton Keynes and Northampton.
Pricing is one option to manage demand, but it would be unrealistic not to recognise the wider societal impacts/costs this would have in terms of road usage and congestion. Other longer term options that the RUS will need to consider are: ERTMS; higher line speeds at key locations; and additional infrastructure at emerging pinch-points. The broader issue of whether there is merit in considering a completely new railway, which could be unconstrained by historic limitations, needs to be addressed.
There is a growing demand for freight traffic throughout the route, including potential high speed parcels and logistics services. Present predictions demonstrate a continuing upward trend in the demand for freight paths. Network Rail has agreed a growth line for freight to be assumed for December 2008 to 2016 as part of the Freight RUS.
Network Rail Route Plans 2007
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Figure 9 indicates the forecast percentage changes in tonnage to 2016.
Figure 9 Tonnage growth
Future services The timetable recast in December 2008 is expected to release further capability and capacity, including improved journey times and increases service frequency levels. These key improvements are as follows:
• frequency improved to 3 tph between London to both Birmingham and Manchester Piccadilly;
• improved journey times between London Euston to Liverpool, Lancashire, Cumbria and Scotland;
• a new hourly service between London Euston and Chester, with certain services extended through to North Wales, and
• a new hourly service between London Euston and Crewe, calling at Northampton, Trent Valley stations and Stoke-on-Trent.
If the growth trend continues, it would be realistic to expect further increases in service frequency and train length on both intercity and inter-urban services. Typical weekday frequency on intercity services could increase to four trains per hour between London Euston and Birmingham; four trains per hour between London Euston and Manchester; and two services between London Euston and Liverpool / Scotland.
1 Route 18 W
est Coast M
ain Line
18
As part of the overall acceleration in intercity services, it is likely that some station calls on the southern end of the route may be substituted by longer inter-urban services.
There is a long-term aspiration by Local Authorities and other bodies to reopen an East-West route linking Oxford, Bletchley, Bedford and Cambridge. This is being driven by the desire to serve growth areas and connect Oxford and Milton Keynes. Significant upgrading would be necessary for a large portion of the route. The key service that this would introduce would be an Oxford – Bletchley – Milton Keynes service. However, operation eastwards from Bedford to Cambridge looks far more challenging with the need to construct new sections of railway and to cross the intensively utilised ECML. It is expected that any reinstated route could also offer useful opportunities for freight, particularly if the line is cleared for W10 gauge or greater.
As part of a Community Rail development pilot, we are working with partners to review the costs and feasibility for the installation of a passing loop at Bricket Wood on the Watford Junction to St Albans Abbey line. This would permit a 30 minute service frequency. This project is being used to examine standards and cost-effective delivery methods that are appropriate for a community rail line.
Network Rail Route Plans 2007
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Figure 10 Potential capability changes
Route section or location Capability measure Current value Future value Date
Alsager – Crewe Number of tracks Single Track Double 2012 Colwich – Norton Bridge Capacity Poor alignment Modify alignment 2012
Figure 11 Planned capacity and capability changes
Route section or location Capability measure Current value Future value Year
Bletchley Up Slow platform length 8 car 12 car 2009/10 Rugby Additional platforms 2 through 3 bays 5 through, 2 bays 2008
Milton Keynes Central Additional platforms 4 through 1 bay 6 through Target 2008 Trent Valley Capacity 2 tracks 4 tracks 2008 Tamworth − Armitage
Future capability Figures 10 and 11 show potential and planned capability changes on this route.
If expansion in the London commuter market continues, the present 3-car operation of the London Euston to Watford Junction DC services may be insufficient to handle the demand. This will drive the requirement for infrastructure enhancements to support longer services. However, under the Department for Transport’s re-franchising programme, current Silverlink Metro (DC) services will transfer to Transport for London (TfL), to become part of the wider LUL network from November 2007. This should encourage further capacity enhancement opportunities, with possibilities of investing in new rolling stock and increased service frequencies.
Route 18 W
est Coast M
ain Line
18
The proposal to extend the class 390s in length to 11 vehicles with consequent platform extensions is currently under review. Subject to approval, delivery of the first two vehicles is expected in December 2008. In the short-term it is believed such train lengthening will absorb the immediate increase in demand before further increases in service frequency is required.
The population is steadily growing around Milton Keynes and Northampton, and this is set to continue. As a result, the capacity at Milton Keynes Central is likely to become insufficient in the medium term. This will be addressed by the proposed track remodelling targeted for completion in December 2008, which is planned to provide an additional platform face and turnback facilities on the down fast line; convert the up slow bay platform into a through line; provide turnback facilities on the existing up slow platform; and provide a new 4-car south-facing bay.
Further works continue at Nuneaton (Phase 2 project) to carry out track and signalling remodelling in order improve functionality and flexibility.
In the short term, significant growth is expected on services to Wembley Central when the stadium is completed. We have been working with the local authority to provide improved passenger handling capability at the station, and are developing a scheme to lengthen platforms to allow additional trains to stop there when there are events on.
Aspirations have been expressed by Virgin West Coast, to operate intercity services at 135mph across key sections of the route in the future. There is potential for further line speed improvements on the slow lines north of Stafford and between Hanslope and Northampton.
Additional aspirations have been expressed by the Freight companies to gauge clear the route to W12, combined with longer loop lengths to cater for longer trains.
As part of the 2008 timetable development, a review of the allowances (engineering and performance) and overall route management is being undertaken to optimise the delivery of sustainable journey time savings, whilst ensuring ongoing sustainable route maintenance.
Work continues on the linespeed enhancements between Weaver Junction and Liverpool and north of Preston to allow for higher speed trains and 125mph running. The associated power supply scheme to support this upgrade continues in parallel.
Network Rail Route Plans 2007
9
As part of the DfT’s ‘Railways for All’ strategy to expand the accessibility of the railway network, funding has been made available to develop a new accessible footbridge at Lockerbie station.
Fragile routes Network Rail engineers have identified a set of ‘Fragile Routes’ across the country where the addition of any further loco hauled traffic would have a significant impact on the residual life of track and/or structures.
As part of the Freight RUS, the rail freight industry provided Network Rail with a 10 year traffic forecast that outlined projected demand across fragile routes. The study identified the Crewe Independent lines as having growth of at least 1 million gross tonnes per year by 2014/15. The study also identified the following routes where further significant increases in freight tonnage/numbers are expected: Ditton to Garston and Kingmoor – Mossband Junction.
Future capacity Figure 12 shows a planned headway change that potentially increases capacity.
The WCRM infrastructure work, along with the fleets of new trains, has provided significantly enhanced capacity on this route. By December 2008, there will be additional improvements at Rugby, Milton Keynes, along the Trent Valley and between Crewe and Weaver Junction. The following year, Bletchley remodelling will commence with final completion planned for 2010. The outputs of the Bletchley remodelling scheme will facilitate higher linespeeds on the main lines, provision of a freight looping facility suitable for 775m freight services and permit extension of the Bedford to Bletchley services through to Milton Keynes, as previously mentioned. The most restrictive sections left will then be north of Preston and through Stafford and Crewe.
1 Route 18 W
est Coast M
ain Line
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As part of a wider commercial property redevelopment scheme, a new transport interchange facility is being developed at Watford. This will provide a new station building with improved station facilities.
Capacity limitations of the present layout at Stafford will present a performance liability and a cap on future traffic growth. Discussions with the DfT are ongoing concerning a range of options for improvement in the next Control Period. We are currently in discussions with stakeholders to examine and develop various options at Crewe that are more viable and cost efficient. These include rationalisation and remodelling of the layout and surrounding area. The possible reinstatement of double track between Alsager and Crewe has also been identified as an aspiration and may be of particular value when Stafford and/or Crewe re-signalling/remodelling take place. In the longer term, there are signalling renewals due at boxes further north. These will present opportunities to provide additional capacity.
We are working closely with the Freight and passenger operators to encourage future development of timetables and resource plans that are more robust in terms of recovery from incidents. The migration of the timetable in 2004 to one based on repeated pattern standard paths was an important milestone, but until completion of the capacity schemes in 2008/09 it consumes most available daytime capacity on the route. Even from December 2008, the enhanced passenger and freight services will leave very limited spare capacity. The improved frequency of inter-urban services between London and the intermediate stations along the Trent Valley corridor (hourly) is due to commence in December 2008. Continuous improvement to asset reliability and robust timetable design will be key areas of focus for the future. In the meantime, there is an unavoidable ongoing short-term performance risk as fast and slow traffic must continue to share tracks and potentially cause congestion at junctions. Timetable development work undertaken as part of the West Coast Route Modernisation identified a capacity bottleneck for northbound services between Winsford and Weaver Junction. This is a predominantly 2-track section that is heavily used by freight and passenger services. The solution developed was to create an additional Down Slow line between Hartford and Acton Bridge, re-using a disused trackbed at this location. This will be commissioned during 2008, and will create valuable additional capacity on this section of route.
Figure 12 Planned headway changes
Route section ROTP planning headway Future headway
Colwich Junction to Stone 3 minutes 5 minutes (former headway not attainable)
Network Rail Route Plans 2007
10
Figure 13 Forecast reduction in delay minutes
Year 2007/08 2008/09
% reduction in daily minutes 10% 12%
Figure 14 Forecast PPM MAA
TOC 2007/08 2008/09
Arriva Trains Wales 87.9% 88.5% Central Trains 85.7% Northern Rail 88.4% 90.0% Silverlink 91.0% Transpennine Express 90.9% 91.5%
Virgin Cross Country 85.1% Virgin West Coast 87.7% 87.6%
Station capacity We are working with local authorities and industry partners to provide improved station facilities and capacity at Watford, Bletchley, Milton Keynes, Crewe, and Wembley Central. A number of these are being taken forward as ‘Gateway’ schemes, to improve interchange opportunities with other modes of transport. Car parking facilities are also being improved at these stations, along with Tring, Euston, and Rugby, some of which are part of the West Coast car park expansion programme.
Route 18 W
est Coast M
ain Line
18 It is proposed to improve capacity at Northampton station by lengthening the bay platform (number 4), in order to accommodate the operation of eight car Class 350’s. This is required before the introduction of the December 2008 timetable.
Future performance Figure 13 shows the forecast reduction in Network Rail delay minutes compared with 2006/07.
Figure 14 shows the forecast PPM for the main TOCs running along the route.
In July 2007 the DfT will announce the successful bidders to operate the West Midlands and Cross Country franchises. These new franchises will commence in November 2007. Joint PPM targets for these new franchises are still being determined.
The Northampton Phase 2 project will help to improve performance on this route by transferring signalling control to a new signalling centre, at Rugby.
Action plans are in place to improve the reliability of axle counters, along with trial initiatives to reduce the impact of routine track patrolling under ‘T2’ rules, involving the use of Lookout Operated
Warning System (LOWS) and physical TSRs. It is expected that more routine daylight monitoring of track assets will be provided by remote measurement technology such as the New Measurement Train, reducing the need for maintainer access to the track during daylight hours.
Although asset performance and incident recovery continue to improve, future challenges lie ahead to minimise external events such as vandal and weather related incidents (e.g. stressing to reduce heat speeds and installation of palisade fencing).
Engineering access General arrangements Our general policy is to maintain two-track access between Camden and Hanslope to allow work to be carried out on the other two tracks at times of least traffic, and between Hanslope and Rugby to utilise the alternative routes as between the main line and the Northampton loop.
Beyond Rugby, access can be maintained as far as possible using diversionary routes via the Trent Valley, West Midlands or via Colwich on to Stoke-on-Trent. However, the Nuneaton phase 2 remodelling and the Trent Valley four-tracking will continue simultaneously, entailing critical capacity constraints through the Midlands at times in 2007/08 and 2008/09.
We continue to co-ordinate work on the WCML with that on the ECML, so that as far as possible a through electrified route is always available between England and Scotland.
Network Rail Route Plans 2007
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Current strategy Where new and additional tracks are being installed, the opportunity is taken wherever possible to provide improved spacing (minimum of 6ft) between tracks to allow typically two tracks to be taken out of use for maintenance whilst operations continue unimpeded on the other two. This has not been traditionally the case on multi-track sections, resulting in work on one middle track causing those on each side to be put out of use whilst work was carried out. Similarly, increased use of bi-directional signalling improves the ability to take individual tracks out of use whilst normal operations continue on adjacent lines. In designing renewed assets, we aim to include features which will reduce the need for service disruption by maintenance activities. For example, the use of heavier UIC60 rail will provide a track section more resilient to increased loading therefore, increasing the periodicity of the maintenance and renewal cycles.
Major possessions During 2007 the Rugby Remodelling Project − which improves the through line speed and reduces junction conflicts routes at Rugby − will cause significant disruption to the West Coast Route at several Bank Holidays during the year, with the West Coast Main Line closed completely at this location. During these closures, train services will be heavily revised, with road replacement services being used. The reconstruction of the southern flyover at Rugby between May and September 2007 will reduce available track capacity through Rugby, causing some service revisions. For the remainder of the year the remodelling work will limit available routes through Rugby at weekends, and the timetable has been prepared taking this into account.
1 Route 18 W
est Coast M
ain Line
18
Preliminary works for the re-modelling at Bletchley will commence during 2007 but without major impact on the timetable. The works at Rugby will be the dominant issue in this area and advantage will be taken of opportunities afforded by closures at Rugby to undertake works at Bletchley. This will become more apparent in 2008. Some disruption will continue throughout 2009 for full completion of the Bletchley remodelling works.
Milton Keynes remodelling project to enhance the available track facilities at Milton Keynes Central will start in earnest during 2007. Most of this year’s works are confined to weekends as above, but with some significantly disruptive works being coordinated with the Bank Holiday works at Rugby.
The Crewe to Weaver Junction remodelling project to enhance the line speed and track capacity is also expected to progress towards completion during 2007 and 2008. Most of the works for this project will be carried out in non-disruptive times at weekends, but major works will be carried out at weekends between late September and early December in both years, which will result in train services being diverted either via Chester or via Manchester
Further north – particularly north of Preston – the problem of engineering access is acute because there is no diversionary route that does not import heavy time penalties. First ScotRail sleeper services and time-critical freight services are effectively the only traffic operating on the West Coast route on a Sunday night/Monday morning and as such this does offer some potential opportunities for maintenance and renewals to be carried out. In general, maintenance access in this area will be limited to Sunday and an occasional extended block on Sunday nights.
After completion of the West Coast Route Modernisation programme, significant engineering access will still be required to maintain and renew the network. In particular, parts of the route will not have been renewed and this will be done as part of our normal business. We will, however, seek to do this in a way which balances the need to improve efficiency with the need to avoid unnecessary disruption. However, it is anticipated that freight traffic could be largely segregated from the high speed passenger tracks, thus reducing the level of maintenance on the fast lines which have traditionally been required to accommodate a mixture of heavy tonnages and high speeds.
Future strategy Reviews continue via regular industry workshops, with all stakeholders looking again at the balance between weekday night and weekend maintenance/renewal activities, and also investigating the scope for imaginative use of new technology. The overall aim is to achieve the optimal balance between passenger and freight train operator value and engineering costs.
Infrastructure that provides for the operation of tilting trains in excess of speeds of 110 mph needs a higher level of maintenance, as a more precise fixed track alignment for ride quality is required whilst extending track life and maintaining clearances. We are currently working with industry partners to develop new maintenance techniques to maintain absolute track geometry in a way that
Network Rail Route Plans 2007
12
reduces the level of intrusion by day-to-day maintenance activity. One approach under review is the use of the highly accurate EMSAT track monitoring equipment.
A further review assessing the feasibility of electrifying the route between Nuneaton and Proof House Junction is being undertaken. Currently, Virgin West Coast have to diesel haul class 390s during blockades on the Coventry corridor, thus increasing the overall journey time on London – West Midlands services by approximately 45 minutes.
Further consideration is also being given to redoubling 5km of single track between Kidsgrove and Crewe, ideally before work commences on the re-signalling/remodelling at Stafford and Crewe, early in Control Period 4.
Opportunities and challenges If the forecast growth trends post December 2008 timetable change materialise, then accommodating further growth in the peak period on both inter-urban and intercity services will become increasingly challenging. Furthermore, population growth is expected in the Milton Keynes/Northamptonshire area (15,000 more homes in Milton Keynes alone by 2016) alongside considerable expansion in London area commuting. A project to lengthen platforms at key stations across the route is underway in preparation for the 11-car class 390s. In the longer term, as maintenance technology develops, further opportunities exist towards providing a 7 day timetable.
Route 18 W
est Coast M
ain Line
18
Further challenges exist in gauge clearing key sections of the route including diversionary routes, for example routes between Neasden and Aynho on Route 16 and the Settle and Carlisle line on Route 23. Combined with these challenges are the enhancements to lengthen and relocate loops to cater for the additional length of freight services.
The WCRM project, when complete, will have delivered substantial benefits in line with the Strategic Rail Authority’s West Coast Main Line Strategy, published in June 2003. As this strategy only covered up until 2008, it will be for the WCML RUS which is scheduled to commence in late 2007, to tackle the issues around demand and other ‘RUS gaps’ and articulate a strategy for the next 10 years and beyond.
Delivering future requirements Summary The main focus for the WCRM programme is the delivery of a series of major capacity-related schemes in time for the December 2008 timetable change. These are:
• Nuneaton Phase 2 Remodelling; • Northampton Phase 2; • Crewe to Weaver Junction Remodelling; • Rugby station Remodelling; • Trent Valley Four-Tracking; • auto Transformer and Power Supply Upgrade;
and • Milton Keynes Remodelling The end result will be the creation of 80 % more long distance passenger paths and 60-70 % more trunk freight paths as compared with the pre-WCRM position, as specified in the former SRA’s WCML Strategy. For the December 2008 timetable the fastest journey time London to Glasgow is planned to be 4hr 10min as compared with 4hr 25 min today (or 5hr 6min before September 2004), and a further challenge is to reduce this journey time to under 4 hours. After 2008, the focus will shift to providing additional capacity by providing longer trains and related platforms. Development work will continue on major capacity enhancement schemes around Stafford and Crewe, taking advantage of the requirement for resignalling in those areas. Work will also continue to identify opportunities for smaller enhancements such as linespeed increases and operational improvements. In the longer term, the RUS will identify future gaps between supply and demand, and will make recommendations to reduce those gaps.
Network Rail Route Plans 2007
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Expenditure Figure 15 shows the planned level of expenditure on renewals on this route over the next two years. However, the precise timing and scope of renewals
remains subject to review to enable us to meet our overall obligations as efficiently as possible, in accordance with the plans of operators and other stakeholders.
1 Route 18 W
est Coast M
ain Line
18
Figure 15 Forecast expenditure
£m (2006/07 prices) 2007/08 2008/09
Renewals Track Plain line 41 46 Switches and crossings 15 33 Track total 56 79 Civils Underbridges 5 2 Overbridges 0 1 Bridgeguard 3 0 − Footbridges 0 1 Earthworks 6 4 Tunnels 0 1 Retaining walls 0 0 Major structures 0 1 Civils total 12 9 Signalling Resignalling 0 2 Minor works/other 4 8 Over-planning (0) − Signalling total 4 10 Electrification AC systems HV switchgear 0 1 HV cables 0 0 Grid supply points 0 2 OLE re-wiring − 0 OLE spanwires 0 1 OLE campaign change/refurbishment 1 1 OLE structures 0 0 Other 3 1 DC systems HV cables 0 0 Transformers/rectifiers 1 − Conductor rail 1 0 Other 0 0 Electrification total 6 6 Telecoms Customer information systems (CIS) 1 2 Long line public address (LLPA) 1 0 Other 1 1 Telecoms total 2 3
Network Rail Route Plans 2007
14
Network Rail Route Plans 2007
Route 18 W
est Coast M
ain Line
Operational property Stations Managed − 2 Franchised 7 9 Depots Light maintenance − 2 Lineside buildings 0 − Operational property total 7 13 Plant and machinery Fixed plant Point heating 0 1 Signal supply points 0 0 Other 3 1 Plant and machinery total 4 2 IT and other expenditure Other 0 0 Total 0 0 Total Renewals 91 123 Enhancements (funded by) Network Rail Planned Trent Valley remodelling 73 3 Rugby station remodelling 38 22 Nuneaton remodelling Phase 2 17 7 Power supply to feeder stations (ESI) 11 3 Anglo-Scottish coal signalling capacity 3 3 General management 7 3 West Coast North West LSE 4 3 TOC/FOC compensation 3 2 Signallers assistant 2 1 OLE & distribution works - Phase 2 3 - Scotland LSP works 1 - Projects in close out - sub totals 1 - West Coast possession management 1 0 Other -13 0 Total 150 48 Network Rail (RAB) Planned Wembley Central platform lengthening 3 - Potential schemes 0 1
18
Total 0 1
15
Network Rail Route Plans 2007
TOC/FOC-RAB Planned Virgin WCTL car park expansion project 13 49 Tring car park extension 1 0 Total 14 49 Other third party Planned Milton Keynes (ODPM via MKP) 12 12 11 car Pendolino 0 10 Bakerloo 1 9 Milton Keynes partnership 4 4 Ditton intermodal freight facility 1 5 St Albans Abbey loop 0 2 Lockerbie footbridge 1 - Other 0 0 Total 19 41 Potential schemes 1 4 Total 20 46 Total Enhancements 184 144
1 Route 18 W
est Coast M
ain Line
18
16
Figure 16 Forecast Volumes
2007/08 2008/09
Track Plain line (km) Rail 52 57 Sleepers 45 59 Ballast 54 75 Total 150 191 Switches & crossings (no.) Complete renewal 26 68 Partial renewal/reballasting − 3 Abandonment 7 5 S&C (equivalent units) 30 71 Civils Underbridges (m²) 6,048 567 Overbridges (m²) − 180 Bridgeguard 3 (m²) 80 80 Footbridges (m² decking area) 350 150 Earthworks (m² slope surface) 20,340 21,113 Tunnels (m²) 20 87 Retaining walls (m²) − 10 Major structures (m²) 319 449 Electrification AC systems HV switchgear (cb) 2 − HV cables (km) − 3 Grid supply points (no.) 1 2 OLE campaign change/refurbishment (t. length) 68 90 OLE structures (no.) 5 9 DC systems HV cables (km) − 5 Transformers/rectifiers (no.) 4 − Conductor rail (km) 3 3 Telecoms Concentrators CIS (stations) 1 2
18
Route 18 W
est Coast M
ain Line
LLPA (stations) 10 7
The planned volume of renewals is detailed in figure 16 It should be noted that in order to manage the deliverability of our Civils, Signalling & Electrification plans we have included an element of over planning in our work banks. As a consequence the sum of our route plans exceeds our plan for the network as a whole.It is likely that a small proportion of the activities in these areas will slip to subsequent years.
Network Rail Route Plans 2007
17
Network Rail Route Plans 2007
Figure 17 Forecast expenditure
£m (2006/07 prices) 2007/08 2008/09
Maintenance 94 86
Maintenance Figure 17 shows the planned level of expenditure on maintenance on this route over the next two years.
1 Route 18 W
est Coast M
ain Line
18
18
Network Rail Route Plans 2007
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ruct
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inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
P E
&P R
enew
als
(18.
01)
3 ye
ar c
ondu
ctor
rail
rene
wal
pro
gram
me
betw
een
Eust
on a
nd
Wat
ford
Ren
ewal
E&
P N
etw
ork
Rai
l 4
2009
N E
&P R
enew
als
(18.
11)
Cab
le ro
ute
rene
wal
s be
twee
n W
illesd
en a
nd
Kent
on
Ren
ewal
E&
P N
etw
ork
Rai
l 4
2008
/09
U W
atfo
rd In
terc
hang
e (1
8.01
) N
ew a
cces
s ro
ad a
nd c
ar
park
ing,
impr
oved
pa
ssen
ger f
acilit
ies
Incr
ease
d ca
r par
king
to
cate
r for
gro
wth
St
atio
ns
Pote
ntia
l LTP
gr
ant
4 20
10
V C
ivils
Ren
ewal
s (V
ario
us)
Earth
wor
ks p
lann
ed a
t N
unea
ton,
Elth
orpe
, Bro
om
Clo
se, N
orto
n Br
idge
, Low
G
ill an
d Sp
on L
ane
Ren
ewal
St
ruct
ures
N
etw
ork
Rai
l 3-
5 20
09
W B
uild
ings
Ren
ewal
s (1
8.01
) Pl
atfo
rm lig
htin
g, e
mer
genc
y lig
htin
g an
d fir
e al
arm
up
grad
e at
Eus
ton
stat
ion
Ren
ewal
St
atio
ns
Net
wor
k R
ail
3-5
2008
/09
AU H
artfo
rd lo
op (1
8.04
) N
ew fr
eigh
t loo
p In
crea
sed
capa
city
Trac
k an
d sig
nallin
g N
etw
ork
Rai
l 4
2008
21
Network Rail Route Plans 2007
22
Network Rail Route Plans 2007
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
X B
letc
hley
Milto
n Ke
ynes
(1
8.01
) R
enew
life
expi
red
track
, sw
itche
s an
d cr
ossin
gs, a
nd
signa
lling
equi
pmen
t in
the
Blet
chle
y Po
wer
Sig
nal B
ox
cont
rol a
rea.
It w
ill al
so
prov
ide
trans
fer o
f sig
nallin
g co
ntro
l to
the
Rug
by S
igna
l C
ontro
l Cen
tre; a
sim
plifie
d la
yout
with
12-
car p
latfo
rm
exte
nsio
ns a
nd 1
25m
ph o
n th
e up
-fast
at B
letc
hley
. At
Milto
n Ke
ynes
add
itiona
l ca
pacit
y w
ill be
pro
vided
w
ith a
new
dow
n fa
st
plat
form
, and
fast
and
slo
w
line
cent
re tu
rn b
acks
.
Addi
tiona
l cap
acity
on
the
line,
in
cludi
ng a
new
fast
reve
rsib
le lin
e an
d a
new
slo
w re
vers
ible
line
thro
ugh
Milto
n Ke
ynes
Cen
tral.
Ther
e w
ill al
so b
e lin
espe
ed
incr
ease
s th
roug
h Bl
etch
ley.
Trac
k an
d sig
nallin
g N
etw
ork
Rai
l 3
2009
/10
Y C
rew
e –
Wea
ver
Junc
tion
Rem
odel
ling
(18.
04)
Rem
odel
ling
for i
mpr
oved
fle
xibilit
y Im
prov
ed o
pera
bility
and
re
plac
emen
t of l
ife e
xpire
d as
sets
Tr
ack
Net
wor
k R
ail
3 20
08
A N
orth
ampt
on P
hase
2
(18.
01)
Tran
sfer
s sig
nallin
g co
ntro
l to
new
Rug
by s
igna
lling
cent
re
Impr
oves
co-
ordi
natio
n,
perfo
rman
ce, p
rodu
ctivi
ty
Sign
allin
g N
etw
ork
Rai
l 3
2008
Z M
ossb
and
Junc
tion
(18.
05)
S&C
rene
wal
S&
C re
new
als
givin
g im
prov
ed
asse
t rel
iabi
lity
Trac
k N
etw
ork
Rai
l 3
2007
M K
ensa
l Gre
en (1
8.11
) R
enew
foot
brid
ge s
tairw
ays
Mai
ntai
ns s
afet
y an
d av
aila
bility
St
atio
ns
Net
wor
k R
ail
3 20
08
AA S
igna
lling
Ren
ewal
s (1
8.04
& 1
8.05
) Li
fe e
xten
sion
wor
ks to
the
inte
rlock
ing
at W
arrin
gton
, Pr
esto
n an
d C
arlis
le
Ren
ewal
Si
gnal
ling
Net
wor
k R
ail
3 20
13/1
4
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
23
Network Rail Route Plans 2007
AB B
uild
ings
Ren
ewal
s (1
8.01
) C
anop
y ro
of re
pair
at H
emel
H
emps
tead
R
enew
al
Stat
ions
N
etw
ork
Rai
l 3
2008
/09
AC B
uild
ings
Ren
ewal
s (1
8.03
) R
enew
al o
f roo
f cov
erin
g ca
nopy
and
sta
tion
build
ings
at
Sta
fford
Ren
ewal
St
atio
ns
Net
wor
k R
ail
3 20
08/0
9
AA B
uild
ings
Ren
ewal
s (1
8.04
) R
enew
als
to p
latfo
rm a
t W
arrin
gton
Ban
k Q
uay
Ren
ewal
St
atio
ns
Net
wor
k R
ail
3 20
08/0
9
AD B
uild
ings
Ren
ewal
s (1
8.11
) R
enew
al a
t Har
row
DC
su
bsta
tion
Ren
ewal
St
atio
ns
Net
wor
k R
ail
3 20
07/0
8
AE B
uild
ings
Ren
ewal
s (1
8.01
) R
e-w
iring
of e
lect
rics
at
Rug
by s
tatio
n bu
ildin
g R
enew
al
Stat
ions
N
etw
ork
Rai
l 3
2007
/08
AF W
est C
oast
car
par
k ex
pans
ion
prog
ram
me
(18.
01)
Car
par
k ex
tens
ions
at
vario
us s
tatio
ns a
long
the
rout
e
Incr
ease
d ca
r par
k ca
pacit
y St
atio
ns
Net
wor
k R
ail
3 20
07/0
8
AG T
rack
Ren
ewal
s (V
ario
us)
S&C
wor
ks p
lann
ed a
t: 20
07/0
8: E
den
Valle
y,
Gra
yrig
g, W
alto
n O
ld J
n,
Wat
ford
Sou
th J
n an
d W
illesd
en J
n 20
08/0
9: H
arle
sden
Jn,
C
rew
e N
Jn,
Nor
tham
pton
, St
affo
rd a
nd W
embl
ey
Cen
tral ju
nctio
ns
Ren
ewal
Tr
ack
Net
wor
k R
ail
3 20
09
24
Network Rail Route Plans 2007
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
AG T
rack
Ren
ewal
s (V
ario
us)
Plai
n lin
e w
orks
pla
nned
at :
20
07/0
8: R
ugel
ey, L
owth
er,
Mill
Mee
ce, W
aver
tree
and
Cow
Coa
st
2008
/09:
Gre
at B
ridgf
ord,
Sh
ap B
eck,
Whi
tmor
e,
Gar
stan
g, D
oxey
, Bre
nt,
Low
Gill
and
New
Lan
e
Ren
ewal
Tr
ack
Net
wor
k R
ail
3 2
2009
AH S
t Alb
ans
Abbe
y Br
anch
(18.
10)
Intro
duct
ion
of a
bra
nch
loop
to
incr
ease
ser
vice
s on
line
Incr
ease
d ca
pacit
y Tr
ack
& Si
gnal
ling
DfT
2
2009
X B
letc
hley
sta
tion
(18.
01)
Stat
ion
enha
ncem
ent
sche
me
Impr
oved
sta
tion
envir
onm
ent
Stat
ions
Th
ird P
arty
2
2010
−
Trai
n le
ngth
enin
g sc
hem
e (1
8.01
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ain
leng
then
ing
sche
me
alon
g ro
ute
for P
endo
lino
stoc
k an
d re
late
d in
frast
ruct
ure
wor
k (1
1 ca
r)
Incr
ease
d ca
pacit
y St
atio
ns
TOC
2
2008
Y C
rew
e st
atio
n R
oofs
(1
8.04
) R
enew
al o
f life
exp
ired
stat
ion
cano
pies
Im
prov
ed p
asse
nger
env
ironm
ent
and
bette
r mai
ntai
nabi
lity
Stru
ctur
es
Net
wor
k R
ail
2 20
09
−
Vario
us lo
catio
ns
Brid
ge re
cons
truct
ions
D
elive
r Brid
gegu
ard
3 or
to
mai
ntai
n sa
fety
/per
form
ance
St
ruct
ures
H
ighw
ay A
utho
rity
(whe
re B
G3)
2
2008
AI A
psle
y (1
8.01
) R
econ
stru
ct s
tatio
n pl
atfo
rms
Mai
ntai
ns s
afet
y an
d av
aila
bility
St
atio
ns
Net
wor
k R
ail
2 20
09
AJ L
ocke
rbie
sta
tion
(18.
06)
New
DD
A fo
otbr
idge
Im
prov
ed s
tatio
n ac
cess
ibilit
y St
atio
ns
Dum
fries
and
G
allo
way
2
2007
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
25
Network Rail Route Plans 2007
P E
&P R
enew
als
(18.
01)
Eust
on s
tatio
n tra
nsfo
rmer
s
Ren
ewal
E&
P N
etw
ork
Rai
l 2
2008
/09
Z G
retn
a M
oss
band
(1
8.06
) U
p go
ods
loop
pla
in lin
e tra
ck re
new
al b
etw
een
Mos
sban
d an
d th
e fo
rmer
Ad
mira
lty S
idin
gs G
roun
d Fr
ame,
and
ass
ocia
ted
signa
lling
chan
ges
Incr
ease
d ca
pacit
y an
d pe
rform
ance
Tr
ack
Net
wor
k R
ail
2 20
08/0
9
A N
orth
ampt
on B
ay
Plat
form
4 (1
8.01
) Pl
atfo
rm L
engt
heni
ng (B
ay
plat
form
4) t
o ac
com
mod
ate
the
oper
atio
n of
8 c
ar c
lass
35
0’s.
Thi
s is
requ
ired
befo
re th
e in
trodu
ctio
n of
the
Dec
200
8 Ti
met
able
.
Impr
ove
capa
city
Stat
ions
N
etw
ork
Rai
l 1
2007
/08
AC S
taffo
rd R
emod
ellin
g (1
8.03
) D
fT a
spira
tions
to e
ither
cr
eate
a fl
yove
r or d
ivert
fast
se
rvice
s ar
ound
Sta
fford
via
a
new
byp
ass
line.
Red
uctio
n in
con
flictin
g m
oves
at
Staf
ford
. Tr
ack
and
signa
lling
Net
wor
k R
ail
1 20
15
AK C
olw
ich –
Arm
itage
(1
8.02
) St
raig
hten
line
out e
nabl
ing
a hi
gher
line
spee
d.
Incr
ease
d ca
pacit
y an
d re
duce
d jo
urne
y tim
e be
twee
n Lo
ndon
and
th
e N
orth
Wes
t.
Trac
k N
etw
ork
Rai
l 1
2012
Y C
rew
e re
mod
ellin
g /
resig
nallin
g (1
8.03
&
18.0
4)
Cre
we
rem
odel
ling
/ re
signa
lling
Incr
ease
d ca
pacit
y an
d op
erat
iona
l fle
xibilit
y Tr
ack,
sig
nallin
g,
stat
ions
N
etw
ork
Rai
l 1
2013
/14
26
Network Rail Route Plans 2007
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
P E
usto
n (1
8.01
)
Ren
ew lif
e-ex
pire
d st
atio
n el
ectri
cal s
ervic
es
Mai
ntai
ns re
liabi
lity a
nd s
afet
y.
Elec
trica
l N
etw
ork
Rai
l 1
2007
AL C
ivils
Ren
ewal
s (1
8.07
) R
enew
als
to M
erse
y Vi
aduc
t (U
nder
brid
ge N
o.66
) R
enew
al
Stru
ctur
es
Net
wor
k R
ail
1-2
2007
/08
H W
embl
ey C
entra
l pl
atfo
rm e
xten
sions
(1
8.01
)
Slow
line
plat
form
ex
tens
ions
- to
allo
w 8
car
se
rvice
s to
cal
l at W
embl
ey
durin
g ev
ents
.
Incr
ease
d ca
pacit
y
Stat
ions
Po
tent
ial N
etw
ork
Rai
l Dis
cret
iona
ry
Fund
1 20
08/0
9
AE C
ivils
Ren
ewal
s (1
8.01
) W
orks
pla
nned
to R
ugby
su
bway
(rec
onst
ruct
or
stre
ngth
en)
Ren
ewal
Ea
rthw
orks
N
etw
ork
Rai
l 1
2008
/09
P T
elec
oms
Ren
ewal
s (1
8.01
) C
IS, P
A an
d C
lock
s re
new
als
at W
atfo
rd s
tatio
n.
Ren
ewal
Te
leco
ms
Net
wor
k R
ail
1 20
08/0
9
P S
tatio
n R
enew
als
(18.
01)
Maj
or s
tatio
n w
orks
at
Eust
on to
rene
w th
e PA
and
lo
ud s
peak
ers
for s
afet
y pu
rpos
es.
Ren
ewal
Te
leco
ms
Net
wor
k R
ail
1 20
08/0
9
X T
elec
oms
Ren
ewal
s (1
8.01
) R
enew
al o
f CIS
, PA
and
clock
s at
Milto
n Ke
ynes
R
enew
al
Tele
com
s N
etw
ork
Rai
l 1
2008
/09
J W
olve
rton
stat
ion
(18.
01)
New
sta
tion
build
ing
Prov
ides
new
tick
et o
ffice
and
w
aitin
g ar
ea
Stat
ions
O
DPM
gra
nt
1 20
11
Figu
re 1
8 Pl
anne
d in
frast
ruct
ure
inve
stm
ent
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
Com
plet
ion
Year
AM C
ivils
Ren
ewal
s (1
8.07
) St
reng
then
Run
corn
via
duct
to
ach
ieve
RA1
0 @
65
mph
an
d R
A4 @
85m
ph
Ren
ewal
Ea
rthw
orks
N
etw
ork
Rai
l 1
2009
/201
0
Y R
emod
ellin
g/
Res
igna
lling
(18.
03)
Cre
we
stat
ion
and
yard
s ar
ea
Impr
ove
capa
city/
perfo
rman
ce
and
cent
ralis
e co
ntro
l Tr
ack
and
signa
lling
Net
wor
k R
ail
1 20
13/1
4
Y C
rew
e G
atew
ay (1
8.04
) N
ew c
ar p
ark
and
enha
nced
st
atio
n fa
cilitie
s In
crea
sed
car p
arkin
g to
cat
er fo
r gr
owth
and
enh
ance
d fa
cilitie
s St
atio
ns
Net
wor
k R
ail
1 20
12
AF T
ring
Stat
ion
Gat
eway
(1
8.01
) St
atio
n en
hanc
emen
t sc
hem
e in
cludi
ng im
prov
ed
acce
ss a
nd g
ener
al
envir
onm
ent
Impr
oved
sta
tion
facil
ities
Stat
ions
Th
ird p
arty
1
2009
AN B
aker
loo
line
(18.
11)
Exte
nsio
n of
LU
L se
rvice
s to
W
atfo
rd
Cha
nge
of o
wne
rshi
p of
ser
vices
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ack
and
signa
lling
TfL
1 20
08/0
9
P E
usto
n St
atio
n M
aste
rpla
n (1
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ombi
ned
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mer
cial
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lopm
ent a
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tatio
n im
prov
emen
ts a
t Lon
don
Eust
on
Impr
ove
pass
enge
r cap
acity
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viron
men
t and
acc
ess
Trac
k an
d sig
nallin
g Pr
oper
ty
Dev
elop
men
t 1
2015
27
Network Rail Route Plans 2007
28
Network Rail Route Plans 2007
Figu
re 1
9 hi
ghlig
hts
othe
r sch
emes
und
er c
onsi
dera
tion.
Figu
re 1
9 In
frast
ruct
ure
inve
stm
ent u
nder
con
sider
atio
n
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
/ sta
tus
AO L
ines
peed
en
hanc
emen
t (18
.08)
St
oke-
on-T
rent
to E
truria
R
educ
e jo
urne
y tim
e Lo
ndon
– M
anch
este
r Tr
ack
Net
wor
k R
ail
0
AP S
igna
lling
Ren
ewal
s (1
8.01
) W
embl
ey –
Wat
ford
Im
prov
e as
set r
elia
bility
and
cen
tralis
e co
ntro
l S
igna
lling
Net
wor
k R
ail
0
AE P
rovis
ion
of n
ew fr
eigh
t lo
op (1
8.01
) Pr
ovisi
on o
f Hillm
orto
n lo
op,
Rug
by
Frei
ght c
apac
ity
Trac
k / s
igna
lling
Net
wor
k R
ail
Busin
ess
case
und
er re
view
AQ L
ines
peed
en
hanc
emen
t (18
.03)
Li
nesp
eed
incr
ease
be
twee
n St
affo
rd a
nd C
rew
e R
educ
ed jo
urne
y tim
e Tr
ack
/ sig
nallin
g N
etw
ork
Rai
l 0
−
E&P
Ren
ewal
s (V
ario
us)
Poin
ts h
eatin
g re
new
als
Ren
ewal
E&
P N
etw
ork
Rai
l 0
AR E
&P R
enew
als
(18.
01)
Ren
ewal
of t
unne
l ligh
ting
at
Kils
by
Ren
ewal
E&
P N
etw
ork
Rai
l 0
P E
&P R
enew
als
(18.
11)
Con
duct
or ra
il ren
ewal
be
twee
n Eu
ston
and
W
atfo
rd
Ren
ewal
E&
P N
etw
ork
Rai
l 0
AN B
uild
ings
Ren
ewal
s (1
8.01
)
Reg
laze
can
opie
s at
W
atfo
rd J
n st
atio
n R
enew
al
Stat
ion
Net
wor
k R
ail
0
A B
uild
ings
Ren
ewal
s (1
8.01
) Ac
com
mod
atio
n re
new
al a
t N
orth
ampt
on B
ridge
Stre
et
mai
nten
ance
dep
ot
Ren
ewal
D
epot
N
etw
ork
Rai
l 0
Figu
re 1
9 In
frast
ruct
ure
inve
stm
ent u
nder
con
sider
atio
n
Proj
ect
Proj
ect d
escr
iptio
n O
utpu
t cha
nge
Mai
n as
set t
ype(
s)
Fund
ing
GRI
P st
age
/ sta
tus
AS A
nglo
Sco
ttish
Coa
l −
rein
stat
e C
arlis
le
avoi
ding
lines
(18.
05)
Rei
ntro
duce
a fa
cility
to
rout
e N
W:S
E co
al tr
affic
ar
ound
Car
lisle
sta
tion,
av
oidi
ng a
con
flict w
ith
WC
ML.
Thi
s fa
cility
was
lost
in
198
5
Incr
ease
d ca
pacit
y an
d pe
rform
ance
Tr
ack,
stru
ctur
es a
nd
signa
lling
Net
wor
k R
ail
0
AT S
igna
lling
Ren
ewal
s (1
8.01
) W
illesd
en s
hed
signa
l box
life
ext
ensi
on w
orks
R
enew
al
Sign
allin
g N
etw
ork
Rai
l 0
AG S
igna
lling
Ren
ewal
s (1
8.03
) Si
gnal
ling
rene
wal
s at
St
affo
rd S
igna
l Box
es 4
an
d 5
Ren
ewal
Si
gnal
ling
Net
wor
k R
ail
0
AK S
igna
lling
Ren
ewal
s (1
8.02
) C
olw
ich lin
esid
e in
frast
ruct
ure
rene
wal
s R
enew
al
Sign
allin
g N
etw
ork
Rai
l 0
29
Network Rail Route Plans 2007
30
Network Rail Route Plans 2007
Non
infra
stru
ctur
e de
velo
pmen
ts
Figu
re 2
0 sh
ows
pote
ntia
l dev
elop
men
ts w
hich
do
not i
nvol
ve c
hang
es to
the
infra
stru
ctur
e
Figu
re 2
0 Ti
met
able
dev
elop
men
t
Desc
riptio
n Ke
y is
sues
Ac
tions
or o
ptio
ns b
eing
dev
elop
ed
Bene
fits
Star
t dat
e
Fran
chise
re-m
appi
ng a
nd
re-s
pecif
icatio
n R
e-m
appi
ng o
f Cen
tral,
Silve
rlink
and
C
ross
Cou
ntry
fran
chise
s.
We
awai
t fur
ther
det
ails
of th
e ne
w
franc
hise
s.
D
ecem
ber 2
007
& D
ecem
ber 2
008
Eust
on –
Rug
by
Wes
t Coa
st S
trate
gy in
corp
orat
es
incr
ease
in E
usto
n –
Wes
t Mid
land
s an
d M
anch
este
r ser
vices
on
rout
e w
ith a
n al
read
y hi
gh c
apac
ity u
tilisa
tion
20 m
inut
e al
l day
freq
uenc
y Bi
rmin
gham
and
M
anch
este
r – E
usto
n In
crea
sed
inte
r-city
ser
vice
Eust
on –
W
est M
idla
nds
and
Nor
th W
est;
D
ecem
ber 2
008
Eust
on –
Che
ster
/Nor
th
Wal
es
Expa
nsio
n of
freq
uenc
y of
thro
ugh
serv
ices
Pote
ntia
l bei
ng e
valu
ated
Im
prov
ed in
ter c
ity s
ervic
e fo
r Che
ster
an
d N
orth
Wal
es c
oast
D
ecem
ber 2
008
Figu
re 2
1 O
ther
pro
ject
s
Desc
riptio
n Ke
y is
sues
Ac
tions
or o
ptio
ns b
eing
dev
elop
ed
Bene
fits
Star
t dat
e De
scrip
tion
Smar
tcar
d in
trodu
ctio
n R
even
ue p
rote
ctio
n an
d fle
xible
tick
etin
g Tf
L/AT
OC
to ta
ke fo
rwar
d R
even
ue in
crea
se a
nd
pote
ntia
lly d
eman
d m
anag
emen
t im
prov
emen
ts.
App
endi
x
31
Network Rail Route Plans 2007
Figu
re 2
2 St
rate
gic
rout
e se
ctio
ns
SRS
SRS
Nam
e EL
R Cl
assi
ficat
ion
Fund
ing
Com
mun
ity R
ail
Frei
ght G
auge
RA
Sp
eed
Elec
trific
atio
n Si
gnal
ling
Type
Si
gnal
ling
Head
way
No o
f
Trac
ks
18.0
1 Eu
ston
– R
ugby
LE
C1,
Pr
imar
y D
fT
No
W9
& W
10
8 12
5 EP
S (7
5 to
120
) 25
kv
(bot
h)
TCB
3 (4
) 4
18.0
2 Tr
ent V
allle
y LE
C2
Prim
ary
DfT
N
o W
9 &
W10
8
125
EPS
(75
to 1
20)
25 k
v TC
B 3
(5)
2 (4
)
18.0
3 St
affo
rd –
Cre
we
LEC
3, L
EC4,
LE
C5
Prim
ary
DfT
N
o W
9 &
W10
8
125
EPS
(75
to 1
10)
25 k
v TC
B 3
(5)
4
18.0
4 C
rew
e –
Pres
ton
CG
J1, C
GJ2
, C
GJ3
, CG
J4,
CG
J5, C
HW
1,
CH
W2,
WO
A
Prim
ary
DfT
N
o W
9 &
W10
8
125
EPS
(75
to 1
10)
25 k
v TC
B 4
2 (4
)
18.0
5 Pr
esto
n –
Bord
er
(nr G
retn
a Ju
nctio
n)
CG
J6, C
GJ7
, W
CM
1 Pr
imar
y D
fT
No
W9
& W
10 (W
9)
8 12
5 EP
S (7
5 to
120
) 25
kv
TCB
4 2
18.0
6 Bo
rder
(nr G
retn
a Ju
nctio
n) –
C
arst
airs
WC
M1
Prim
ary
Tran
spor
t Sc
otla
nd
No
W9
& W
10
10
125
EPS
(100
to 1
20)
25 k
v TC
B 4
2
18.0
7 W
eave
r Jun
ctio
n –
Alle
rton
WJL
1, W
JL2,
W
JL3
Prim
ary
DfT
N
o W
9 &
W10
8
90 (7
5 to
80)
25
kv
TCB
3 2
(4)
18.0
8 N
orto
n Br
idge
an
d C
olw
ich
Junc
tion
– C
head
le H
ume
1, C
MD
2,
MC
H, N
BS
Prim
ary
DfT
N
o W
12
8 1
25 E
PS (7
5 to
110
) 25
kv
TCB
3 (5
) 2
18.0
9 C
rew
e –
Kids
grov
e KC
S1
Seco
ndar
y D
fT
No
W9
& W
10
8 70
(60)
25
kv
TCB
OTW
6
1 (2
)
32
Figu
re 2
2 St
rate
gic
rout
e se
ctio
ns
SRS
SRS
Nam
e EL
R Cl
assi
ficat
ion
Fund
ing
Com
mun
ity R
ail
Frei
ght G
auge
RA
Sp
eed
Elec
trific
atio
n Si
gnal
ling
Type
Si
gnal
ling
Head
way
No o
f
Trac
ks
Network Rail Route Plans 2007
18.1
0 W
atfo
rd J
unct
ion
– St
Alb
ans
Abbe
y
WSA
R
ural
D
fT
Yes
W6
7 50
(20)
25
kv
OTW
37
1
18.1
1 Eu
ston
– W
atfo
rd
Junc
tion
(DC
Li
nes)
LEC
1, C
WJ,
H
NR
Lo
ndon
&
SE
DfT
N
o W
6 8
45 (1
5 to
40)
75
0 dc
(bot
h)
TCB
4 (6
) (3)
2
18.1
2 Bl
etch
ley
– Be
dfor
d BB
M
Rur
al
DfT
Ye
s W
8 8
60
none
AB
4
to 1
3 2
18.1
3 Fr
eigh
t Lin
es
SDJ2
, CG
J1,
Frei
ght
DfT
N
o va
rious
8
vario
us
25 k
v (n
one)
TC
B AB
va
rious
2
(1)
33
1 Route 18 W
est Coast M
ain Line
18
Capacity and operational constraints
A Northampton – Rugby section: retention of three aspect signalling limits diversionary route capacity resulting in high performance risk when service has to be diverted via Northampton loop
B Trent Valley line: restrictions due to two-track section Tamworth – Rugby (addressed in 2008 although Brinklow to Attleborough will remain a constraint)
C Bletchley – Bedford: short single line sections at each end of the route D St Albans Abbey branch: single line with no signalling only allows one train at a time on the section, limiting
service frequency to 45 minutes E Harrow & Wealdstone – Queens Park: volume of traffic limits capacity on DC lines due to LUL and Silverlink
shared working F Preston – Carstairs: mixed traffic on two-track lines and low performance trains over steep gradients such as
Shap and Beattock summits severely limits capacity G Wigan – Euxton: a mix of speed and crossing movements in this section severely limits capacity through Wigan
and Euxton Junction H Winsford – Weaver Junction: high usage of available capacity between Winsford and Weaver Junction where
trains diverge to Liverpool I Crewe station: large number of crossing moves north and south of Crewe station and existing signalling
infrastructure limits capacity J Stafford – Norton Bridge flat crossings limit capacity and performance K Gretna Junction – Carlisle: high usage of available capacity by coal traffic L Carlisle station: capacity limited by restrictive layout
Network Rail Route Plans 2007
KEY STATION
KEY STATION
Junction name
Station name
Other symbols
Key station location
Key station on this route
Key station on another route
Other station location
Other station on this route
Junction / other landmark
Capacity and operational constraints
Location: capacity or operational constraintA
1Issues on the route
Location: issue on the route
Key planned projects
Location: planned project on the routeA
Track descriptions
The colour of the line denotes the route classification
Primary
London and South East commuter
Secondary
Rural
Freight only
The width of the line denotes the number of tracks
Multiple track
Double track
Single track
Other lines are shown as follows:
Line on other route
Non Network Rail infrastructure
High Speed One - under construction
Non operational line
A 2BA
KEY STATION KEY STATION
Stationnam
e
Stationnam
e
Stationnam
e
KEYSTATION
KEY STATIONKEY STATION
Stationnam
e
Junctionnam
e
Junction name
Junctionnam
e
Key to route diagrams
Printed on Greencoat Digital Velvet which is produced frompulp containing 80% recycled fibre. The remaining 20%virgin pulp is TCF (Totally Chlorine Free). Greencoat hasbeen awarded both the NAPM and the Eugropa recycledmarks, two of the most prestigious and recognisablerecycled certificates available.
NoteThis Route Plan forms part of the business plansuite of documents which is produced annuallyand in accordance with our network licencecondition 7. Our plans and the way in which weintend to achieve those plans are summarisedin the Business Plan itself. This documentprovides further detail on the specific plans forthis Strategic Route including the expenditureover the next two years to the end of ControlPeriod 3.
This year our business plan focuses on theremainder of Control Period 3 (to March 2009).We shall provide a submission to the Office ofRail Regulation in October 2007, which will setout our view of the expenditure and activitiesthat will be required in Control Period 4(2009/10 to 2013/14).
The Route Plan shows in more detail how thestrategies set out in the Business Plan will bedelivered at a route level across the network,and how we are working with our customersand other stakeholders to improve the
performance and utilisation of the network. It presents a portfolio of activities to develop the network.
The expenditure section contains tablesshowing the planned level of expenditure andvolumes on renewals on the route over the nexttwo years, split by asset category. Expenditurefigures are shown in 2006/07 prices, and arerounded to the nearest £1 million. An entry of £0 indicates spend of less than £0.5 million. It should be noted that in order to manage thedeliverability of our Civils, Signalling &Electrification plans we have included anelement of overplanning in our work banks. As a consequence the sum of our route plansexceeds our plan for the network as a whole.It is likely that a small proportion of the activitiesin these areas will slip to subsequent years.
Please note that figures in tables may not sumto the totals shown, because of rounding.
The other documents in the business plan suitecan be found on the Network Rail websitewww.networkrail.co.uk
Network Rail
40 Melton Street
London NW1 2EE
Tel: 020 7557 8000
www.networkrail.co.uk 038/M
arc
h 2
007
This Route Plan is part of a set.To view or download the othersvisit www.networkrail.co.uk