moving ahead planning tomorrowâ€™s railways

Route Plans 2010 Route Plan M West Midlands & Chilterns

Moving ahead Planning tomorrow’s railways

Our railways play a vital role in building Britain’s future

Our £500 million investment in King’s Cross station will transform the experience of passengers using the station. We are delivering hundreds of projects across the network to build a bigger, better railway for passengers, freight and the whole of Britain.

Planning tomorrow’s railways

Route Plan M West Midlands & Chilterns

KeyPrimarySecondaryRural

Freight onlyFreight Closed

The line shading indicatesstrategic route sectionswhich are numbered on the map

London & SE Commuter

Anglesea Sidings (Network Changed Out of Use)

Pensnett (Closed)

Birch Coppice

Castle Bromwich JnCastle Bromwich Jaguar

WashwoodHeathAston Jns

Proof House

Jn

GrandJn

Lawley StreetFreightlinerTerminal

BordesleyJns

Landor StreetJn

St AndrewsJn

Perry BarrJns

WaterOrtonJns Whitacre Jn

Stechford North Jn

Tyseley South Jn

LiffordJns

Kings Norton Jns

Bordesley STVAand Aggregates

Route J

StokeWorksJn

LongbridgePlant

network changedout-of-use

Smethwick JnGalton Jn

HandsworthSidings

Route K

Barnt Green Jn

Norton Jn

HenwickJn

WorcesterTunnel Jn

Stourbridge North Jn

Round Oak Steel Terminal

Shelwick Jn

Route L

Shrub Hill Jn

Kidderminster Jn

SohoJns

Crane Street Jn

Wolverhampton North JnOxley Jn

Madeley Jn

Trent ValleyNo. 1 Jn

SevernBridge Jn

Abbey ForegateJn

EnglishBridge Jn

Route L

Route L

IRONBRIDGEPOWERSTATION

Bushbury Jn

Portobello Jn

DarlastonJn

Mothballed Railway

Ryecroft Jn

PleckJn

BescotJn Newton

Jn

BescotYard

Hatton Jns

NuneatonJns

Route N

Coventry South Jn

MurcoPetroleum

Bearley Jn

Leamington Spa Jn

OXFORD

Wolvercot Jn

Trent Valley Jn

Kingsbury JnKingsburyOil Terminal

HAMSHALL

EUROTERMINAL

Daw Millcolliery

Park Lane Jn

Route IWichnor Jn

LichfieldTrent

Valley Jn

Lichfield High Level Goods Loop JnRoute N Route N

Rugeley North Jn

TAMWORTH

NUNEATON

RUGBY

LICHFIELD TRENT VALLEY

RUGELEY TRENT VALLEYSTAFFORD

SHREWSBURY

HEREFORD

RUGELEYPOWER STATION

WolverhamptonSteel Terminal

Saltley EMR

Kingsbury EMR

Abbey Jn Route I

Donnington Intermodal Terminal

Disused Trackbed

DuddestonSidings

CoventryNorth Jn

WaterOrton

COVENTRY

BIRMINGHAM INTERNATIONAL

TYSELEY

BIRMINGHAM MOOR STREET

BIRMINGHAMNEW STREET

REDDITCH

KIDDERMINSTER

WORCESTER FOREGATE STREET

DROITWICH SPA

STOURBRIDGE JUNCTION

STOURBRIDGE TOWN

WOLVERHAMPTON

TELFORDCENTRAL

WALSALL

RUGELEY TOWN

BIRMINGHAM SNOW HILL

ASTON

LEAMINGTONSPA

STRATFORD-UPON-AVON

The HawthornsJewellery Quarter

SMETHWICK GALTON BRIDGE

Wilnecote

Coleshill Parkway

Lichfield City

ShenstoneBlake Street

Butlers LaneFour Oaks

StechfordAdderley Park

Lea Hall

Marston Green

Hampton-in-Arden

Berkswell

Bedworth

Tile Hill

Canley

Hatton

Claverdon

Bearley

WilmcoteWootton Wawen

Henley-in-Arden

Danzey

Wood End

The Lakes

Earlswood

Wythall

Whitlocks End

Five Ways

University

Selly Oak

Bourneville

Northfield

KingsNorton

LyeCradley Heath

Old HillRowley Regis

Langley Green

Longbridge

Barnt Green

AlvechurchHartlebury

Malvern Link

GreatMalvernColwallLedbury

Bromsgrove

Blakedown

Worcester Shrub Hill

Sandwell& Dudley

Dudley Port

Tipton

Coseley

BilbrookCodsall

Albrighton

Penkridge

Hednesford

Cannock

Landywood

Bloxwich North

BloxwichCosfordShifnal

Oakengates

Wellington

Hagley

Shirley

Yardley Wood

Hall Green

Spring Road

Small HeathBordesley

Acocks Green

SmethwickRolfe Street

OltonSolihull

Widney ManorDorridge

Lapworth

Warwick Parkway

Warwick

Banbury

Kings Sutton

Heyford

Tackley

Sutton ColdfieldWylde Green

Chester RoadErdington

Witton

Perry BarrHamsteadTameBridge Parkway

BescotStadium

Duddeston

Gravelly Hill

Route E

NeasdenSouthJn

London Underground Infrastructure

Route N

Route N

Route N

OxfordNorth Jn Chinnor & Princes

Risborough Railway

Aynho Jn

Claydon L.N.E. Jn

non operational

Aylesbury Vale ParkwayCalvertWasteFacility

Bletchley Jn

Denbigh Hall South. Jn

Flyover Jn

Fenny Stratford Flyover Jn

BLETCHLEY

LEIGHTON BUZZARD

Northolt Jn

Northolt WasteTransferTerminal

AYLESBURY

AMERSHAM

WATFORD

HARROW-ON-THE-HILL

LONDONMARYLEBONE

PRINCESRISBOROUGH

BICESTERTOWN

WembleyStadium

Sudbury & Harrow Road

SudburyHill

Harrow

South RuislipWest RuislipDenham

Denham Golf ClubGerrards CrossSeer Green

BeaconsfieldHigh WycombeSaunderton

Haddenham &Thame Parkway

BicesterNorth Stoke Mandeville

Wendover

Monks Risborough

Little Kimble Great Missenden

Chalfont & Latimer

Chorleywood

Rickmansworth

Moor Park

NORTHAMPTON

NortholtPark

Long Buckby

Pro LogisPark

Severn ValleyRailway

Route J

S

05

06

07

08

09

10

11

12

16 16

16

13

14

15

18

13

19

20

99

22

23

24

99

98

99

99

99

99

99

99

99

25

17

21

01

02

0304

98

98

99

99

99

99

99

99

99

99

I

IP

E

C

F

C

B

1

D

J

K

K

C

M

G

O

2

A

F

L

N

D

R

Q

S

H

L

L

AV

W

P

M

J

O

AL

AI

WAO

Z

P

P

F

AM

P

P

AP

I

P

P

AB

I

AR

AD

AI C

C

O

O

V

AF

O

P

O

AW

T

U

K

K

Y

G

AH

O

O P

NP

AW

E

AE

AOA

ASH

AM

AG

AA

AO

D

D

RP

GP

AUB

AI

ALAC

Route Plan M West Midlands & Chilterns

04

02

KEY STATION

KEY STATION

Junction name

Station name

Other symbolsKey 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 constraintsLocation: capacity or operational constraint

Issues on the routeLocation: issue on the route

Key planned projectsLocation: planned project on the route

Track descriptions

The colour of the line denotes the route classification

Primary

London and South East commuter

Secondary

Rural

Freight only

The line shading indicates strategic route sections which are numbered on the map

A

1

Strategic route sectionsListed in the appendix of the route plan

01

01

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

Non operational line

A

99

10

13

A 1A B

KEY STATION KEY STATION

Stationname

StationnameStation name

KEYSTATION

KEY STATION

Station name Junctionname

Junction nameJunctionname

Key to route diagrams

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Network Rail – 2010 Route Plan M

Section 1: Today’s railway Route context The route consists of the West Midlands area and the Chiltern main line from Birmingham to London Marylebone. The route covers a large area and comprises a number of key corridors within the national rail network. It also encompasses the wider West Midlands region including Warwickshire, Coventry, Wolverhampton, Walsall, Worcester, Solihull and Telford & Wrekin Council areas. The Chilterns line passes through Oxfordshire, Northamptonshire, Buckinghamshire and Greater London.

The West Midlands area acts as a hub at the centre of the national rail network, with intercity, inter-urban and suburban rail services all passing through the three central Birmingham stations. Birmingham New Street station is a primary interchange station for many destinations across the network, with the majority of local services supported by the Integrated Transport Authority (Centro).

The Chiltern line serves the long distance and commuter passenger markets, running half-hourly services from London Marylebone to both Birmingham Moor Street and Snow Hill. Services from Marylebone diverge at Neasden South Junction to Banbury and to Aylesbury. The Chiltern line is also used as a strategic diversionary route for the WCML, with the route accommodating both passenger and freight services during West Coast blockades.

There are a significant number of freight terminals dotted around the West Midlands area e.g. Donnington, Kingsbury, Lawley Street and Calvert. The route is vital for many long distance freight flows, including traffic to and from the WCML and along the Thames Valley corridor, (via Oxford) which forms part of the strategic freight route for container traffic from Southampton which joins the WCML in the West Midlands. There are significant coal, steel and automotive flows, which are predominately aligned on the axis from Bristol and Gloucester towards Derby and the North Midlands.

As part of our ongoing commitment to the Route Utilisation Strategy (RUS) programme, we are currently working on the West Midlands and Chilterns (WM&C) RUS. The WM&C RUS will make recommendations for the route based on current growth scenarios and those predicted to arise over the next 30 years. The RUS commenced in early 2008, with the Draft for Consultation due out in Autumn 2010 and the final document scheduled for publication in Spring 2011.

Today’s route The route is bounded to the east and north by the WCML, the west by Shrewsbury and Hereford and the south and west by Oxford, Worcester and Buckinghamshire. The principal elements of the West Midlands and Chilterns route are described below, with the relevant Strategic Route Section shown in brackets:

• WCML, including the Birmingham loop (Rugby – Coventry – Birmingham New Street – Wolverhampton, rejoining the WCML at Stafford) (M.05, M.06, M.07, M.11) and the Stechford to Bushbury Junction line (M.13) (the Grand Junction which provides vital diversionary capability for both the WCML Trent Valley route and the Birmingham loop);

• intercity and interurban routes, which include the radial routes from Birmingham to Cheltenham (M.15), Derby (M.10), Oxford (M.11), Leicester (M.22) and Worcester/Hereford (M.09), plus the route from Wolverhampton to Shrewsbury (M.20);

• West Midlands local routes, which form two main networks, centred on Birmingham’s New Street and Snow Hill stations (M.08, M.12, M.14, M.16, M.17, M.18, M.19, M.23 and M.25);

• London Marylebone to Birmingham Snow Hill via Princes Risborough and Bicester North (M.01)

• London Marylebone to Aylesbury Vale Parkway via Amersham (M.02, M.03 and M.99), where the passenger service currently terminates, and then on to Claydon LNE Junction. This branch runs parallel to the LUL Metropolitan and Jubilee Lines as far as Amersham (terminus)

• a single line branch links Princes Risborough and Aylesbury (M.04)

• freight routes, including heavily used through routes carrying long distance traffic (e.g. Sutton Park Line, St. Andrews Junction to Landor Street) and a number of branch lines serving private sidings and terminals on the route (e.g. Prologis Park (Coventry), Hams Hall, Birch Coppice, Round Oak) (M.24, M.99 and M.98). There are also two freight branches from Bicester Town to Claydon LNE Junction and Aylesbury to Claydon LNE Junction.

• The route between Claydon LNE Junction and Bletchley is currently out of use

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Current passenger and freight demand Passenger The most recent, comprehensive analysis of passenger demand is for the West Midlands and Chilterns RUS. The RUS baseline information identified that, between 1996 and 2006, passenger demand on this route has increased significantly.

Within the West Midlands area, the highest interurban and intercity passenger flows are between Birmingham and London, Leicester, Derby, Manchester and Nottingham. During 2006/07, 54 million local trips were made to/from the RUS area, with the busiest commuter corridors identified as Coventry, Wolverhampton, Stourbridge and Cross City. The highest footfall stations on the route are Birmingham New Street, Wolverhampton, Coventry, Birmingham Snow Hill and Birmingham International.

It is recognised that improved service frequency levels, expansion of retail and leisure in Birmingham city centre, and road congestion are the major contributors to the increased levels of passenger growth. Furthermore, the December 2008 timetable structure has increased the number of passengers interchanging at Birmingham New Street.

The Chiltern route to London is increasingly regarded as a viable alternative to the West Coast Main Line (WCML) despite journey times being slightly longer. Traffic on the route has grown considerably since 1994 (particularly in the commuter and suburban market to London) which now facilitates an all day frequency of two trains per hour. The WM&C RUS analysis is demonstrating that over the last ten years there has been a doubling of passenger demand on the Chiltern lines from 8 million rail journeys to 16 million and there has been a 50 percent increase in commuter traffic in the am peak into London Marylebone.

The completion of the new station at Aylesbury Vale was delivered to meet demand in the Aylesbury area. The station was constructed to serve a major new housing development north of Aylesbury.

Despite the challenging economic conditions over the past 12 months, passenger numbers on some corridors have continued to rise, and operators expect this to continue throughout CP4.

Freight Due to the current economic climate some commodities of freight traffic have declined during the last 12 months. However, in general, freight demand in the West Midlands and across the route remains steady. There are significant flows to local terminals and marshalling yards within the West Midlands, and a substantial volume of freight traffic also traverses the route to and from locations outside of the region.

There has been an increase in freight traffic using the route on certain weekends in connection with Metronet renewals work on the London Underground. This traffic hauled by First GBRf, gains access to the LUL network via either Harrow-on-the-Hill or Amersham and normally consists of up to eight trains to and from the LUL network each weekend. This infrastructure supply contract is expected to continue during 2010.

Intermodal – There is still a high demand for intermodal freight transport in the West Midlands area, and there was an increase in services to Hams Hall, Birch Coppice and Daventry in 2009. A further increase is expected to be stimulated by the gauge clearance schemes across the route and the new terminal at Donnington (near Telford).

Waste – Domestic waste freight demand includes domestic waste traffic to the landfill site at Calvert and Waste Recycling Group (WRG) continues to seek further business in both domestic and industrial waste.

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Current services Figure 1 shows the current level of service to London and Birmingham from principal stations.

Passenger The route supports a complex mix of freight, suburban, inter-urban and intercity passenger services operating on many of the corridors. This is further complicated by the variation in the stopping patterns of the services and the differing rolling stock types used. Several of the rail corridors into Birmingham and Marylebone are operating at or close to capacity in the peak hours. This is particularly highlighted following implementation of the December 2008 timetable where there have been significant increases in frequency.

The passenger operators across this route are: Arriva Trains Wales, Chiltern Railways, CrossCountry, First Great Western, LUL, London Midland, Virgin Trains and Wrexham, Shropshire and Marylebone Railway Company.

Arriva Trains Wales Arriva Trains Wales are the principal operator within Wales, with services reaching to the West Midlands and Birmingham International station via Shrewsbury. These services provide vital links to other popular destinations including Chester and destinations on the Cambrian coast.

Chiltern Railways Chiltern Railways operates passenger services between London Marylebone and Birmingham Snow Hill, via the Chilterns line, Leamington Spa, Warwick Parkway, Dorridge and Solihull. Some trains continue beyond Snow Hill to Stourbridge Junction or Kidderminster. Chiltern Railways also operate passenger services between Leamington Spa and Stratford-upon-Avon and from London Marylebone to Aylesbury via Amersham. The basic pattern of services is enhanced at peak times, with

additional trains and altered stopping patterns, and with some Birmingham services extended to Kidderminster.

CrossCountry CrossCountry are geographically one of the most extensive operators of passenger services and traverse many of Network Rail’s strategic routes. Their services cover around 1500 route miles and call at over 100 stations. They operate key long distance services between Plymouth and Edinburgh, Cardiff and Nottingham, Birmingham and Stansted airport, and Manchester and Bournemouth. Recent surveys indicate that around 45 percent of CrossCountry passengers interchange with other operators’ services, with Birmingham New Street accounting for about 20 percent of this figure.

First Great Western First Great Western (FGW) operate a mix of services on the periphery of the route. They provide a long-distance service between Hereford and London Paddington via Worcester and infrequent local services between Banbury and Oxford.

LUL (London Underground Ltd) LUL run tube services on the Metropolitan line from the City through Harrow-on-the-Hill to Amersham and Chesham. Much of the line is shared with the main line railway service which runs from Marylebone to Aylesbury Vale.

London Midland London Midland is the principal operator of inter-urban and suburban services across the West Midlands, providing the core service for local commuter and leisure travel on a number of rail corridors. London Midland operates around 800 services per weekday on this route, serving over 120 stations. Following the December 2008 timetable changes, London Midland interurban

Figure 1 Current train service level (am peak trains per hour – to/from Birmingham and London)

Route section Number of trains

Marylebone – Aylesbury 4 Marylebone – Princes Risborough 4 Marylebone – Banbury 3 Marylebone – Birmingham Snow Hill 2 Princes Risborough – Aylesbury 1 Wolverhampton – Birmingham New Street 12 Coventry – Birmingham New Street 7 Longbridge – Birmingham New Street 6 Four Oaks – Birmingham New Street 6 Stourbridge – Snow Hill 7 Dorridge – Moor Street 7

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services increased along the Coventry corridor, strengthening service frequency between Birmingham New Street and Northampton. London Midland also operate a half-hourly Birmingham to Liverpool Lime Street service.

Virgin Trains Virgin Trains operates the core intercity passenger services between London Euston and the West Midlands, offering three trains per hour on weekday services between Euston to the West Midlands (two to Birmingham; one to Wolverhampton).

Wrexham Shropshire and Marylebone Railway Company (WSMR) WSMR commenced services between the Welsh Borders region and London Marylebone in spring 2008. They currently operate four daily limited stop services Monday to Saturday between Wrexham General and London Marylebone, and three trains on a Sunday.

The route also supports Vintage Trains, a small open access operator, providing scheduled summer steam services between Birmingham Snow Hill and Stratford-upon-Avon.

Figure 2 shows the total annual tonnage levels on the route.

Traffic volumes are summarised in Figure 3.

Freight services Freight operators on the route include DB Schenker, First GBRf, Freightliner Limited, Freightliner Heavy Haul Limited, DRS, Fastline Freight and Colas Rail.

Key flows include metals traffic operating North East to South West/South Wales flows to terminals around the route (e.g. Handsworth, Round Oak, Kingsbury, Wolverhampton Steel terminal). Automotive flows operate to Bescot and Castle Bromwich, with petroleum operating to Kingsbury and Bedworth. Aggregates operate to terminals at Walsall, Bordesley and Banbury, with some services to Neasden from Croft Quarry in Leicestershire.

Container and intermodal traffic is handled at Lawley Street, situated close to the city centre, Hams Hall, Birch Coppice and Daventry. Flows include deep sea containers from Southampton, Felixstowe and Tilbury and to the North West/Scotland. International trains operate to the same locations via the Channel Tunnel. Coal originates from Daw Mill Colliery while the power stations at Ironbridge and Rugeley are served by longer distance coal flows from the ports and loading facilities in Scotland, Liverpool, Bristol and the East Coast.

Loaded domestic waste services run to the Calvert disposal site from Cricklewood, Dagenham, Bristol and Northolt. A fifth daily service is operated by DB

Figure 3 Current use

Passenger Freight Total

Train km per year (millions) 32 4 36 Train tonne km per year (millions) 6,066 3,851 9,917

Figure 2 Tonnage

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Schenker, conveying industrial spoil from Willesden’s ‘Powerday’ complex for landfill.

Current infrastructure capability The following maps provide an indication of the predominant capability on each section of the route. As part of the Infrastructure Capability Programme a number of Network Changes to Route Availability and Gauge, which may affect some of the detail of these maps, have been issued for consultation. Details of the Network Changes being consulted

can be found on the Network Rail website and details of Network Changes established can be found on the Network Rail website. Current capability is shown in the Network Rail Sectional Appendix.

Figure 4 Line speed

Figure 5 Electrification

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http://www.networkrail.co.uk/browseDirectory.aspx?dir=\Network%20Code\Network%20Change\Completed%20Proposals&pageid=2889&root�

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Figure 6 Route availability

Figure 7 Gauge

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Current capacity Figure 8 shows the Capacity Utilisation Index (2006 data) for the busiest sixty minute period between 0600 – 0900 hours and timetabling headways along the principal corridors of the route.

Passenger capacity Peak rail travel into the West Midlands core is characterised by a significant morning peak hour arriving into Birmingham between 07:45 and 08:45 hours; current passenger counts indicate some services are significantly overcrowded. During the shoulders of the core peak hour, most of the radial routes have limited capacity for additional passenger growth. However, the existence of a shorter, more pronounced morning peak means that the ability to provide additional services by ‘bouncing back’ resources is reduced, and is constrained by the lack of spare paths available.

Generally the evening peak shows a better spread of demand, reflecting the local practice of an earlier finish to the working day than elsewhere. Schools traffic and the resurgence of late evening shopping in the Bullring also contribute to pm peak spreading. Many operators now experience increased levels of demand during the evening peak on Fridays and throughout the weekend. For example CrossCountry’s second busiest day of the week is a Sunday.

The spread of am peak arrivals into London Marylebone is broadly similar to the West Midlands (between 07:45 and 08:45 hours); however, the significant difference is in the shoulders which are far broader, depicting a more even flow in arrivals.

The London evening peak generally starts later than the West Midlands and is more evenly spread, commencing at 18:00 hours and continuing till 20:00 hours. This suggests that people are working far later in the capital.

The ‘Evergreen Phase 2’ project, completed in 2006 delivered significant capacity improvements, which allowed additional services from Bicester North southwards and greater operational reliability. Further improvements to capacity are planned in Phase 3 of the Evergreen project.

The continued requirement to share tracks with the frequent Metropolitan Line services between Amersham and Harrow-on-the-Hill imposes constraints and risks to performance on Aylesbury line services.

Freight capacity The increase in intermodal traffic has put further pressure on capacity in the West Midlands. Many of the freight terminals and yards on the route have expanded over the past five years with some now operating at their design capacity. This increase in demand has led to significant additional freight flows traversing the already busy corridors of the West Midlands. There are also performance issues relating to access to and from Kingsbury (particularly propelling moves), to and from Bescot yard, especially the north end, and access to Wolverhampton Steel Terminal.

The lack of gauge cleared freight diversionary routes and suitable loop facilities on busy corridors further compounds freight growth expansion, the Chiltern corridor being one of the most critical.

Figure 8 Current CUI and timetabling headways

Corridor CUI % (plain line track) Average planning Headway

Marylebone – Aylesbury 60-70 4 and 9 minutes Marylebone – Princes Risborough 80+ 3 minutes Princes Risborough – Aynho Jn 100+ 3 mins (HW – PR) 5 mins (PR – Aynho) Aynho – Leamington Spa 70-80 3 and 4 minutes Aylesbury – Princes Risborough 100+ single line Cross City North 60-70 5 minutes Bromsgrove/ Cross City South 100+ 4.5 minutes Worcester/Stourbridge 70 AB – various and 4 minutes Coventry 70-80 4 minutes Wolverhampton 80+ 5 minutes Grand Junction Line 40 5 minutes Water Orton 80+ 5 minutes Leamington Spa 70-80 4 minutes

Stratford-upon-Avon line 60 6 and 9 minutes Cannock Line 80 AB – various

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Capacity constraints Constrained infrastructure can affect journey times, performance and timetable development. The route has several highly restrictive track and junction configurations; for example, the section between Barnt Green and Kings Norton, which is exacerbated by the Lickey Incline just south of Barnt Green and the flat junction at Kings Norton. Further north, the junctions at Aston restrict improvements in passenger service frequencies and increments in freight flows. The Birmingham to Tamworth corridor has significant freight flows that serve a number of terminals in the area. This mix of traffic and the access and egress to the terminals restricts capacity on this section, particularly at Kingsbury.

Capacity is further constrained at the hub of the network, in particular the approaches to Birmingham New Street and Birmingham Snow Hill. At present some of these corridors are controlled by older signalling technology which restricts any opportunities for additional train paths during peak times. Longer signalling headways on the periphery of a number of these routes reflects the continuing existence of a number of mechanical signal boxes, using absolute block signalling.

In addition to scheduled passenger and freight services, capacity on the Chilterns line can be constrained at the weekends when used as a tactical diversionary route for W9 freight traffic, operating under RT3973. The route could be enhanced to W9 capability permanently, if significant work was carried out on the earthworks and structures.

Capacity is constrained on the Oxford to Leamington Spa section, which is a key freight route from Southampton to the West Midlands (and beyond) and also on the Coventry corridor and for the North – South flows at Coventry. On the Stour Valley line capacity is constrained into the Wolverhampton Steel terminal. On the North East to South West flows, freight is constrained leading to longer journey times.

The route also has a number of single line sections that provide further restrictions on the efficient operation of the network. Amongst these are the sections between Coventry and Leamington, Stoke Works Junction to Droitwich, Princes Risborough to Aylesbury and between Great Malvern and Shelwick Jn and the curves connecting the Sutton Park line to Water Orton and Castle Bromwich.

Station capacity Passenger capacity is a real issue at both Birmingham Moor Street and Birmingham New Street, of which Birmingham New Street is most

critical. Birmingham New Street is one of the busiest stations on the network, where recent passenger growth has left the station operating very close to capacity in terms of passenger numbers. More than 40,000 people have been known to pass through the station in the busiest three peak hours, leading to passenger congestion in key circulation areas. Increased city centre service frequency has also led to additional passengers using Birmingham New Street as a key destination and interchange station. For example, it is estimated that 45 percent of CrossCountry passengers change train nationally, with Birmingham New Street supporting around 20 percent of this figure.

Providing efficient and safe interchange at Birmingham New Street is therefore a key priority in CP4, and is a key output in the Birmingham Gateway project.

Birmingham Moor Street is constrained by its narrow platform on the Leamington Spa bound direction and by the continued increase in passenger demand during the peak hours. This physical constraint is also compounded by its close proximity to the Bullring shopping centre. This should be eased when Evergreen Phase 3 is complete.

During CP4 a review of passenger capacity and passenger flows will be required at Birmingham Snow Hill station. It is recognised the current station layout, at both concourse and platform level, restricts passenger circulation and capacity. The scheme to provide an additional access to the station, via Lower Livery Street, is now complete and will help this situation.

Following investment by Chiltern Railways, most stations along the Chiltern line have either seven or eight car platform lengths.

Car parking Car parking within the West Midlands area is mostly operated by the Integrated Transport Authority (Centro) area which is non-chargeable. Outside of the ITA area, car parking is mostly chargeable and operated by the Operators e.g. ATW at Hereford and Chiltern Railways on the Chiltern lines. At the larger stations, such as Wolverhampton, Birmingham International and Coventry, charges also apply. The extent of demand for further car parking, and the need to address road congestion in and around the larger conurbations on the route, has enhanced the case for increasing park and ride facilities across the route. In order to meet

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demand in the Aylesbury area, the new station at Aylesbury Vale includes park and ride facilities. This is intended to enable passengers in the area to avoid the need to travel into Aylesbury itself, thereby relieving congestion in the town. Virgin Trains car park upgrades have now been completed at Coventry, Birmingham International and Wolverhampton.

Station facilities As part of the National Stations Improvement Programme (NSIP), six stations on the Cannock line are being upgraded as part of a £2.1 million investment programme. London Midland, the ITA (Centro) and Network Rail are investing £1.7m to significantly improve facilities, including the provision of new waiting shelters, seating and CCTV. The stations benefiting are Bloxwich, Bloxwich North, Landywood, Cannock, Hednesford and Rugeley Town. A further £400,000 is being provided by London Midland, the ITA and Staffordshire County Council in partnership with the Department for Transport’s ‘Access for All Small Schemes’ programme to provide real time train running information. The work which also includes help points, enhanced lighting, better signage and new ticket machines, started in early 2010 and is due for completion by late 2010. Access for All improvements have also been carried out at Kidderminster by providing a footbridge with lifts and a ramp to the ticket office.

London Midland’s new branding initiative is nearing its end. This has involved painting all their leased stations into the company’s corporate colours and providing updated signage.

The Station Travel Plan initiative aims to address integrated public transport on a national basis and reduce the environmental impact of transportation through promotion of ‘smarter transport choices’. Within this route, Kings Norton and Leamington Spa have been selected as pilot stations and practical steps are being taken to support walking, cycling, public transport and car sharing opportunities.

Level crossings A new under bridge is now open as part of the Owen Street level crossing project at Tipton station. Tipton crossing was formally closed on 26th October 2009, which has led to increased safety and improved performance. Safety mitigation works have taken place at Burton Old Road, on the Cross City north line which has meant the level crossing has been closed. As part of the Bloxwich re-signalling, Network Planning is formally pursuing the closure of Bloxwich MCB with Walsall MBC. This will enable the current speed restriction to be removed and a journey time improvement to be unlocked.

Current performance Figure 9 shows the current PPM for the principal train operators running along the route.

Performance is generally good across the whole of the West Midlands area, despite the complex mix of heavy freight and passenger traffic operating across it. This complexity can present challenges for train regulation at key junctions and stations and can have an impact on service resilience during perturbation. The re-signalling of the Leamington corridor two years ago has increased the speed through the main junction at Tyseley to 60mph and removed a major pinch point from this part of the network. PPM has significantly improved on this line and is regularly in the 90’s (following resolution of initial axle counter reliability issues).

The need to accommodate the extensive mix of traffic over the route is further compounded by the amount of two track sections along some busier corridors, which leaves limited opportunities for train regulation. As a consequence, once trains lose their scheduled path, there is a tendency for them to lose further time, and cause reactionary delay to other services. This was considered when developing the December 2008 timetable where paths have been made robust and contingency plans are in place to quickly recover any service disruption. This has proved to be a success with excellent PPM improvements on all West Midlands lines but particularly on the Cannock line, where past performance has always been poor. The area PPM

Figure 9 2009/10 PPM

TOC MAA As at period

Arriva Trains Wales 94.7% 11 Chiltern Railways 95.2% 11 CrossCountry 90.4% 11 First Great Western 92.2% 11

London Midland 89.4% 11 Virgin Trains 84.4% 11

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(period target) is now more consistently hit on this line.

In recent years, reliability issues were experienced with HPSS points at Birmingham International. These have now been resolved with the fitment of new components and during Summer 2009 no failures were experienced, improving performance significantly.

Performance on the Chilterns line continues to be very good with further record breaking PPM achievements seen over many months. The area period target was continually met since Period 6, 2008 (up until the cold snap). The Chilterns line is one of the best performing in the country, helping Chiltern Railways to maintain their position as one of the top performing train operators, with a moving annual average of trains arriving within PPM of 95.5 percent. The continuing high level of infrastructure performance remains good and contributes towards achieving this result.

Following flooding issues experienced during 2009, work has been done to improve drainage and processes at high risk sites and even following significant rainfall there has been a marked improvement. We also had a very successful autumn season following robust planning and preparation that included vegetation clearance, new traction gel applicators and use of the rail head treatment train.

During the cold wintery snap at the start of 2010, the West Midlands area largely held up on the 9 radial corridors, despite other modes of public transport being suspended e.g. bus services north of Birmingham. Chiltern Railways did plan some cancellations due to problems with point heating, however the overall service offer remained good.

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Section 2: Tomorrow’s railway: requirements HLOS output requirements Figure 10 below shows the HLOS output requirement for the total demand to be accommodated on the former strategic routes which make up Route M: West Midlands and Chilterns.

Note: the load factor requirement in the HLOS applies as an average across 12 London stations.

Future demand in CP4 Freight demand In the 2007 White Paper ‘Delivering a Sustainable Railway’, the government indicated that it is confident that rail freight will continue to grow over the next 10 years and double over the next 30 years.

The Freight RUS was published in March 2007 and was established by the ORR in May 2007. A key input to the strategy was a set of ten year demand forecasts that were developed and agreed by the industry through the RUS Stakeholder Management Group. The forecasts indicate that the majority of freight growth on the route will remain steady and certain sectors will grow.

The West Midlands is expected to remain at the heart of the traffic from the ports of Felixstowe and Southampton to the WCML. Enhancing key routes to accommodate traffic, and ensuring terminal and track capacity is available, will be key to the freight strategy in CP4 and beyond.

There is predicted growth in intermodal traffic from deep sea ports, which involves the movement of goods using the larger 9’ 6’’ containers. The

Southampton to WCML W10 gauge enhancement scheme will facilitate the conveyance of these containers on standard wagons which will drive commercial demand for extra trains from the port. This increase in loading gauge from the port of Southampton to the WCML will be via Reading, Didcot, Oxford, Tyseley, Bordesley Junction, and St Andrews Junction to Landor Street Junction. A diversionary route will also be cleared from Leamington to Nuneaton via Coventry. The completion of the gauge clearance project will facilitate additional freight movements and is likely to lead to higher levels of demand than those forecast by the Freight RUS.

The Felixstowe to Nuneaton (F2N) TIF scheme is designed to provide W10 gauge on the CrossCountry route via Peterborough and Leicester. The section of route with the highest growth is from the WCML through Water Orton towards the terminals in the centre of the route. The completion of this project will enable 9’ 6’’ high containers to be carried to and from the ports of Felixstowe and Tilbury to the WCML, and on to the Midlands, North West and Scotland.

There are also predicted increases in CP4 in imported coal and aggregates. It is likely that the source points for imported coal to the West

Figure 10 Total demand to be accommodated by Strategic Route Routes Annual passenger km (millions) in 2008/09 Additional passenger km (millions) to be accommodated

by 2013/14

Chilterns Line 661 98

West Midlands 1,862 258

Figure 11 Peak hour arrivals to be accommodated by Strategic Route

Peak three hours High peak hours City

Assessed demand in 2008/09

Extra demand to be met by 2013/14

Maximum average load factor at end CP4 (%)

Assessed demand in 2008/09

Extra demand to be met by 2013/14

Maximum average load factor at end CP4 (%)

Marylebone 9,100 1,000 67 4,600 600 76

Birmingham 32,000 4,600 48 15,400 2,400 55

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Midlands power stations will change, with greater demand for services from ports in the South Wales and the Bristol area. In contrast, there is predicted to be a reduction in metal traffic between South Wales and the North East over the period to 2014/15.

It is expected that the new intermodal terminal at Donnington, near Telford, will stimulate further freight growth on the route between Crewe, Shrewsbury and Wellington. The market for aggregate traffic into the South East is also likely to drive the development of other freight sites near Neasden on the Chiltern main line.

There is particularly high growth predicted in intermodal freight traffic using the WCML. If growth continues, the Chilterns line can provide an alternative route for intermodal flows between the South and Midlands/North West as it has done during the West Coast upgrade work.

Passenger demand We expect this route will continue to see steady levels of passenger growth during CP4, as journey times become quicker and industry performance levels continue to improve. Past regional studies (e.g. Regional Planning Assessment and the SRA’s West Midlands RUS) that have examined the changing patterns of rail passengers, have forecast continued growth. Analysis indicated the potential of 38,000 passengers in 2026, a 56 percent increase from 2004. This is broadly in line with the current WM&C RUS findings.

The increase in services as part of the December 2008 timetable and the completion of the West Coast upgrade has had a real influence on passenger numbers, and Virgin Trains envisage that demand will continue to remain steady and grow until the end of their franchise in 2012.

Passenger growth is expected to continue on CrossCountry services and extensions to existing services are already being planned to cater for demand on the core routes. This will further improve direct connectivity from the West Midlands. CrossCountry’s strong marketing techniques in promoting tickets and the successful launch of their website, is helping contribute to this steady growth.

Chiltern Railways business plan is based upon a prediction of continued expansion of its route between London and Warwickshire and the West Midlands. Key elements of Chiltern Railways strategy are to provide extra platforms at Moor Street, shorter journey times through the Evergreen 3 project, longer trains and expanded car parking facilities. The Chiltern route offers an alternative

route to the WCML, and is considered an effective option for meeting both passenger and freight demands for increased capacity. Passenger growth on London Midland services continues, primarily on their suburban services. However, services between the West Midlands, Liverpool and Worcestershire are experiencing higher levels of growth and this is expected to continue throughout CP4, primarily driven by improved service frequency and ticketing.

Other factors likely to influence growth include the runway expansion at Birmingham International Airport, which has received planning permission and is likely to be progressed once the economic environment improves. Additional destinations will be obtainable which could lead to further growth. The airport is also committed to 30 percent public transport modal share. Other key regional strategies (e.g. RES, RSS, DaSTs) will also be potential drivers of change.

CP4 Delivery plan (infrastructure) Detailed analysis (on a train-by-train basis) indicates that increasing peak services will result in overcrowding during CP4, unless preventative action is taken. To meet the capacity targets specified in the HLOS, we are committed to undertaking a number of schemes which are detailed within our CP4 Enhancement Delivery Plan. In brief, these schemes include infrastructure interventions such as modest platform lengthening and extensions in electrification, which will support Train Operators introducing new rolling stock and longer services.

CP4 Delivery plan (delivery and operation) Rolling stock Train Operators delivery plans are as follows:

London Midland Class 172’s During the second half of 2010, London Midland will begin to replace its existing Class 150 fleet operated on the Snow Hill lines with Class 172. This is a new build of diesel unit, which will offer vastly improved passenger comfort, together with better performance arising from enhanced traction capability.

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Virgin Trains Class 390 Pendolino lengthening – 11 cars The DfT has committed to proceed with the lengthening of the Pendolino fleet, with a further 106 Class 390 vehicles being built. Four 11-car train sets are planned to enter service in 2011/12, and 31 existing nine-car sets will each have two vehicles added, to create 35 11-car trains. The first of the new trains will arrive in 2011, with a full service planned by December 2012.

Chiltern Railways Class 172s The launch of the new Class 172 vehicles and implementation of a revised timetable will enable further service improvements, including standardised service patterns, increased capacity and improved journey times at the south end of the route. Car parking We recognise that the current shortage in car parking provision is one of the main factors suppressing demand across the West Midlands and the Chiltern main line. Therefore we will continue to work closely with industry parties to improve parking facilities and develop suitable car parking expansion programmes. Centro are undertaking a strategic park and ride study across the West Midlands region to establish where investment could be best allocated.

WSMR have plans underway to increase the car parking capacity at Cosford by 50 spaces, with the potential to expand further (depending on demand).

Future demand beyond CP4 Demand is expected to grow into CP5 and beyond for both the passenger and freight business. The 2007 government White Paper ‘Delivering a Sustainable Railway’ anticipated a doubling of freight and passenger demand over the next 30 years.

West Midlands and Chilterns RUS The development of the WM&C RUS is considering the factors outlined in future demand above and will be making recommendations for CP5. In particular it will look at current and predicted growth, car park expansion and the effect of timetable recasts. The RUS will also review key stations that have potential to act as feeder/satellite locations to support interchange between long distance intercity and inter-urban/suburban services.

Freight Longer term forecasts (to 2030) of freight demand has now been agreed within the industry. These have shown the continued growth in freight traffic

beyond CP4, particularly for intermodal traffic which will grow substantially. It is therefore likely that more routes will require W10 gauge clearance, for example the Cannock line. In addition, new terminals are expected at Mid-Cannock and Stretton, and it is anticipated that Hams Hall, Birch Coppice and Daventry terminals will require enhancement or extension to meet this demand.

Land planning Planned and pre-planned future housing developments must be taken into account when considering future demand beyond CP4. The proposed eco town developments planned at Middle Quinton near Stratford-upon-Avon and Weston Otmoor near Bicester have now been withdrawn but the sites specified might be allocated for additional housing highlighted in the Regional Spacial Strategies (RSS) for those areas.

The Government is working closely with Coventry City Council on a potential eco town site in the Coventry area and closely with Aylesbury Vale District Council regarding a site north of Aylesbury Vale. Current Government plans propose the completion of the first phase of ecotown planning between 2016 and 2020.

Airports and ports Longer-term airport expansion plans need to be accounted for as well as proposals planned at other airports. CrossCountry are focusing on accommodating demand generated by the expansion of Stansted Airport, which is anticipated to continue beyond 2014.

The port expansions at Felixstowe, Bathside Bay and London Gateway are forecast to continue beyond CP4. To ensure that rail maintains its competitiveness in the carriage of containers to and from the ports, it is imperative that key routes are adapted to enable trains to convey 9’6’’ containers without the need for special lower capacity wagons. Gauge clearance to W12 on key routes within the West Midlands will therefore be essential in order to accommodate forecast growth in freight traffic. The Cannock line is a key priority route for gauge clearance due to capacity pressures on the Stour Valley line. The need to address the capacity issues at Water Orton and Sutton Park as part of the Water Orton corridor resignalling will also be significant in facilitating this growth.

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Section 3: Tomorrow’s railway: strategy Figure 12 summarises the key milestones, aspirations and proposed strategy for the route. Further explanation of the key service changes and infrastructure enhancements are set out in the following sections.

Figure 12 Summary of Network Rail’s proposed strategy milestones and key aspirations

Implementation date

Service enhancement Infrastructure enhancement Expected output change

2009 - 2014 Additional DMU and EMU rolling stock to strengthen regional services in the peaks

Additional rolling stock vehicles to support HLOS growth till the end of CP4

Increased passenger capacity Additional rolling stock supports HLOS growth till the end of CP4.

2009 - 2014 Platform lengthening to accommodate longer trains

Platforms lengthened to accommodate longer train formations on specific corridors

Increased passenger capacity by enabling stations to accommodate additional rolling stock

2009 - 2014 Re-opening of terminal platforms at Birmingham Moor Street

Two platforms brought into use Capacity, Performance and operational flexibility

2009 - 2018 West Midlands Resignalling Resignalling of the West Midlands area, relocating some signalling areas in to the new West Midlands Signalling Control Centre (WMSCC)

Improved capacity and capability through increased junction speeds, line speeds and reduced headways

2010 - 2014 Camp Hill Chord(s) Connection of the Camp Hill lines into Moor Street Station

Feasibility and possible land acquisition for development of a north and south facing chord line that connects Moor St to the Camp Hill lines

Increase in capacity to central Birmingham stations. Improved connectivity and new journey opportunities.

2010 - 2014 Additional stabling location for additional fleet

New stabling location with Route M area (Duddeston area)

Provides stabling location for the cascade of additional vehicles

2013 - 2015 Birmingham New Street Gateway Enhanced passenger capability Increased passenger capacity

2009 - 2014 East West Rail Development work to examine the re-opening of the Oxford/Aylesbury – Bedford railway between Bicester Town and Bletchley. Route to be gauge cleared for W12/W10 for the benefit of freight services

New route and services creating extra capacity on the route, including the potential operation of new freight services between eastern and western England

2009 - 2014 Line speed improvement project Shrewsbury – Wolvs Cannock Line

Improves end to end journey time for operators on the route, and releases additional operational capacity on corridor

2014 Gauge clearance projects Works to allow W12 gauge trains to run between Oxford North Jn – Coventry – Nuneaton and Water Orton to Doncaster

Increased gauge capability

2010 - 2011 Evergreen Phase 3 project including: journey time reductions, route capability improvements, Bicester Chord and Oxford – Aylesbury route upgrade

Planned line speed improvements between Marylebone and Moor Street, additional loops and turnback facilities and a new chord line (Bicester Chord) linking the Oxford – Bletchley line to the Chiltern line.

Improves capacity and journey times. Providing an alternative route between Oxford and London via High Wycombe.

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These figures exclude the additional HLOS vehicles allocated to CrossCountry (six vehicles).

The table below shows how the HLOS load factor targets for locations on the route are met by the proposed strategy.

Figure 13 Capacity enhancements to meet HLOS peak capacity in CP4

Description Additional vehicles involved

Station served 0700 – 0959 Capacity Impact

0800 – 0859 Capacity Impact

West Coast intercity train lengthening (Shown under Route N)

Birmingham 2,200 700

Train lengthening on Birmingham suburban services

65 Birmingham 10,200 7,500

Train lengthening on Chiltern route 12 Marylebone 1,400 1,400

Figure 14 Impact on HLOS peak capacity metric Peak three hours High peak hours London Terminals and

regional Hubs Demand end CP4

Capacity start CP4

Capacity end CP4

Load factor end CP4

Demand end CP4

Capacity start CP4

Capacity end CP4

Load factor end CP4

Birmingham 36,600 69,900 82,300 44% 17,800 28,100 36,.300 49%

Marylebone 10,100 16,800 18,200 5,200 7,400 8,800

Other London Termini 551,800 720,000 827,600

66% 277,100 313,900 365,800

75%

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Strategic direction

Route utilisation strategies Network – The Network RUS published in October 2009, outlined the overall national strategy for Electrification. Possible extensions that need to be evaluated on this route could include:

• Walsall to Rugeley, • Birmingham to Nuneaton, • Nuneaton to Coventry, • Birmingham to Bristol, • and Birmingham to Derby. West Midlands and Chilterns – The WM&C RUS will cover the ten year period to 2020 in detail and will consider the broader high level strategic issues and required interventions to 2040. The output will be the rail industry’s preferred strategy for the next two regulatory Control Periods 5 (2014-19) and 6 (2019-2024), and its recommendations will help inform the Periodic Review process undertaken by Network Rail.

New Lines In August 2009, Network Rail published the Strategic Business Case for ‘New Lines’. This document proposed the provision of new capacity through a new line itself; and the associated release of capacity on the existing WCML. The New Lines Programme has demonstrated that there is a good value for money case for New Lines.

High Speed 2 Study As a longer term strategy, the broader issue of whether there is merit in a providing a completely new railway, unconstrained by historic limitations, is being evaluated in detail by High Speed Two Ltd.

The company formed by the government in 2008 ‘High Speed 2’ continues to work closely with us and consider the case for high speed rail services from London to the West Midlands and Scotland and will advise Ministers on the feasibility and credibility of any new lines with specific route options, technical assessments, demand forecasts and financing proposals. Information on the route between London and the West Midlands will also include design specifications, environmental assessments and delivery mechanisms.

The HS2 report is due to be released by the end of March 2010, alongside the government response.

Rolling stock and depots strategy In order to accommodate the additional rolling stock (primarily the increments in electric stock) within the West Midlands will require an expansion in depot and stabling arrangements. The London Midland maintenance depot at Soho is currently over its

design capacity, which means that a new location needs to be found. Through industry discussions the preferred location in the West Midlands area has been identified as the former Duddeston wagon and coach repair yard. This is a former workshop facility in close proximity to Birmingham New Street. This would enable it to serve the majority of the nine West Midlands radial corridors. We are undertaking feasibility work to determine its accommodation capability and operational layout.

Provision of an independent power supply to Oxley depot is required in order for the maintenance activity to continue during times of isolation. This will mean the elimination of additional moves and improve availability of the Class 390’s.

Chiltern Railways are introducing additional stabling facilities in close proximity to Birmingham Moor Street station which will increase capacity by reducing the need to shunt empty coaching stock from other depots located in the West Midlands area.

Evergreen 3 Project The third stage of Project Evergreen, is being specified to enable the full strategic potential of the Chiltern route to contribute more substantially to the market for rail travel between both London and the West Midlands and London and Oxfordshire. It involves a suite of enhancements to provide capacity improvements, journey time reductions and new journey opportunities based on market analysis and project capability. There are two key outputs to the project :

• a significant reduction in journey times across the route, with the objective of achieving a 20 minute time saving between Marylebone and Birmingham Moor Street, and

• the expansion of the Chiltern route to more effectively serve the significant market for rail travel in Oxfordshire, including a new station at Water Eaton Parkway.

The project objectives will be delivered through a programme which will include line speed increases between Ruislip and Aynho Junction, revisions to track layouts at stations to remove restrictions on speed, the construction of a new chord at Bicester (Bicester Chord), and the upgrade of the Bicester – Oxford section of line for higher speed. This new route offers the opportunity for Chiltern Railways to provide an alternative service between Oxford and London via High Wycombe, to compliment the existing service provided by First Great Western between Paddington and Oxford via Reading.

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Timescales – The project was committed in January 2010 with the first phase of work being complete by May 2011. This will unlock journey times improvements between Marylebone and Birmingham Moor Street (approx 20 minutes). The second phase of work including the Bicester Chord and route to Oxford, is expected to be operational by 2013 (subject to gaining a Transport & Works Act Order - TWA). The TWA was applied for in January 2010.

Network availability/diversionary routes The concept of the Seven Day Railway is important to the industry. A key element to the achievement of this capability is through bi-directional signalling which would provide greater operational flexibility on the route. Network Rail and Operators will work together during CP4 with the aim of developing and implementing an incremental bi-directional signalling strategy. Additionally, the proposed chord at Bicester would facilitate the diversion of other services during the Reading area reconstruction.

If growth continues at the current rate, it is anticipated that the WCML will face further capacity challenges (beyond 2016). Improving infrastructure to sustain additional passenger and freight services on the Chilterns route will therefore provide essential additional capacity.

Growth in weekend passenger volumes has resulted in an industry requirement to move towards a weekday-level service at weekends. CrossCountry, like other operators, have aspirations for a 7-day railway. Due to the nature of CrossCountry’s business, Sunday carries the second highest volume of passengers (after Friday afternoon). Efforts to review engineering practices and diversionary route capacity constraints (to facilitate increased access) continues.

Network Rail is working closely with operators to develop ‘Joint Network Availability Plans’, for which the CrossCountry/Network Rail JNAP will act as a pilot.

Wider regional plans In developing our wider strategy for the West Midlands, we continue to work closely with operators, the ITA (Centro) the Regional Rail Forum and our other industry partners. Our commitment to this partnership approach has ensured our strategies are aligned and reflect our shared aims to deliver improvements in service provision and network capacity to benefit the region.

The West Midlands region has published a ‘Rail Network Development Plan’, which details the overall vision for rail service improvements across the West Midlands geographical area. This covers the five year period between 2009 and 2014 (and beyond). The Plan supports key platform lengthening, new stations, station improvements, future park and ride proposals, improved service frequency levels and new service flows.

Our wider strategic approach also indicates the need for increased service frequencies between central Birmingham and other locations such as, Kidderminster, Rugeley, Stratford-upon-Avon, and Northampton. Improved service possibilities will be further examined in the WM&C RUS.

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Future train service proposals Figure 15 indicates the forecast percentage change in tonnage to 2019. Passenger services Coventry and Nuneaton – studies are been undertaken by Warwickshire County and Coventry City Councils (in conjunction with Centro) to assess the relative benefits of increasing the frequency of heavy rail services on this corridor.

Around the central Birmingham area, the increase in passenger capacity on the Snow Hill lines will be primarily achieved through longer services and timetable modification. The launch of London Midland’s new Class 172s on the Snow Hill lines in 2010 will also enable journey time and performance improvements on this route. A recast of the local timetable is under consideration after delivery of the Class 172 fleet in December 2010.

Demand in the Bromsgrove and Redditch areas has been steadily growing as a result of recent housing developments. This is expected to continue as further brown field sites are developed. As previously mentioned, accommodating this expected demand will require infrastructure enhancements to facilitate the proposed extension/ increase in the electrically operated Cross City services operated by London Midland.

CrossCountry have aspirations to improve overall journey times and frequencies on some of their routes. The planned extension of some Newcastle – Reading services to Bournemouth will relieve crowding and improve connectivity between the

North East, Midlands and the South Coast. The future routeing of more services via Leeds and Birmingham International will further improve the direct connectivity between key strategic centres. CrossCountry also plan to both lengthen and extend Birmingham to Leicester services to Cambridge and ultimately Stansted to improve connectivity and relieve crowding. It is also a CrossCountry aspiration to operate a 24-hour service between Birmingham New Street and Stansted to further meet the patterns of flight departure and arrival times.

ATW have an aspiration to provide service improvements between Aberystwyth, the West Midlands and a new service to London Marylebone.

Freight services Waste Recycling Group (WRG) continues to seek further business to Calvert to exploit the full terminal capacity which could result in one additional train service in due course.

Some of the existing intermodal terminals within the route have expansion plans to enable them to cater for continued demand as a number of them are already operating at, or close to, their capacity. These terminals include Birch Coppice and Hams Hall.

There are a number of new intermodal site aspirations for this route. These include new terminals at mid-Cannock and Stretton. The opening of a new terminal at Donnington took place in March 2009.

Figure 15 Tonnage growth

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Growth in the movement of scrap metals is also being experienced, and further increased traffic flows from key sites at Kingsbury, Queens Head – Handsworth and Brierley Hill are expected. Possible new sites catering for scrap metals traffic in the Tyseley and Saltley areas are also proposed.

The volumes of steel strip and tin plate transported from South Wales to Round Oak have recovered, with a regularised train plan for 20 trains per week.

The completion of the Rugeley Power Station FGD fitment in 2009 had led lead to 1 train per week transporting aggregates (originating from Tunstead) and two trains per week transporting out gypsum.

The reuse of a track connection at Alstom - Washwood Heath has enabled Colas to commence a steel flow into the West Midlands during 2009.

Future capability Stations Better stations/Action stations – Action Stations is a new Network Rail initiative aimed at addressing the future of stations. The initiative includes a ten point guidance plan to help to deliver better stations and facilities for passengers over the next twenty years. The Action Stations document, published in November 2009, aims to gauge passenger views to create and implement the right vision. It also outlines the progress made since 2002 to improve Britain’s railway stations, and the outputs will draw upon expertise and experience to inform the vision. The plan going forward is to host a series of focus groups to test the vision, establish priorities and responsibilities and debate how to collectively achieve it. The findings will be compiled and analysed ahead of the publication of the Action Stations report in 2010.

NSIP – this programme is being developed with the industry, through Local Delivery Groups (LDGs). On this route the stations that have been identified for NSIP funding or have schemes already completed are Aylesbury, Gerrards Cross, Princes Risborough, Wendover, Warwick, Kidderminster, Leamington Spa, Cannock line stations, Tamworth, Shrewsbury and Wolverhampton. Some of these schemes are a contribution to a larger scheme. It is hoped that further funding in 2010 is secured as part of the Tranche Two process. This funding will include a monies based on the successful delivery of Tranche One schemes.

Access for All – This programme is designed to improve the access to stations. The main output is to achieve an unobstructed and obstacle free ‘accessible’ route from at least one station entrance and all drop off points associated with that entrance to each platform and between platforms served by

passenger trains. The stations selected by the DfT for this programme of works are: Henley-in-Arden, Hereford, Northfield, Selly Oak, Shirley, Sutton Coldfield and Worcester Shrub Hill.

Car parking – car parking capacity remains an issue at some stations on this route as recent surveys have shown that many car parks are at, or near capacity. Chiltern Railways are continuing work to increase the number of car park spaces available on the route to increase station accessibility and to cater for this demand.

Line speed improvements Line speed improvements can deliver faster journeys and opportunities well beyond the location of the works and it is recognised that, in particular for longer-distance operators, line speeds do not always match the capability of the rolling stock operating on certain routes.

We recognise that the entry and exit loop speeds at Fenny Compton are capable of a higher speed. It is planned to review these speeds when the infrastructure within the loop track is due for renewal in CP4.

The route between Walsall – Rugeley (Cannock line) suffers from a particularly poor line speed for an interurban route. Following the re-signalling of the line in late CP4, our plans are to substantially increase the majority of the line to a uniform 75 mph. We are also increasing the line speed between Shrewsbury and Oxley junction from 70 to 90mph which will provide journey time improvements.

Other routes where capacity is likely to become more constrained and may benefit from line speed improvements are:

• Soho East Junction to Perry Barr; • Tyseley Junction to Stratford; • approaches to Birmingham New Street; • Kingsbury Junction to Whitacre Junction; and • Kings Norton to Landor Street. We recognise that passenger and freight speed differentials (in some areas) do not make best use of route capacity. To overcome this, we continue to work with industry partners to find the best solution during CP4 and 5.

Platform lengthening Work continues on the platform lengthening project on the route, specifically at Widney Manor (Leamington Line) and Yardley Wood, Whitlocks

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End and Wythall stations (Stratford line) being progressed to Grip stage 4.

Gauge The Freight RUS sets out a proposed intermodal freight network cleared for the transportation of 9’ 6” high containers. The routes from Leamington – Coventry – Nuneaton, Leamington Spa – Bordesley – Landor Street, Nuneaton – Water Orton – Walsall via the Sutton Park line have been identified as priority core routes, with the Cannock line identified as a priority diversionary route. In December 2006, the DfT announced that a number of important rail freight projects to alleviate road congestion will be taken forward as part of the DfT’s Transport Innovation Funding for productivity schemes. The schemes relevant to this route are gauge enhancement of Southampton – WCML near Birmingham (including Oxford North Junction – Coventry – Nuneaton on this route), and gauge and capacity enhancements between Peterborough and Nuneaton.

The Strategic Freight Network vision includes enhancement between Doncaster and Water Orton. This will permit the efficient carriage of 9’6” containers on conventional wagons between the West Midlands and Yorkshire.

Evergreen phase 3 works will gauge clear Bicester – Oxford to W12.

Strategic freight site A scheme to introduce a strategic freight site at Neasden Drury Way (immediately south of Chiltern Unit depot) is being developed. Brett Aggregates proposes to move sea-dredged aggregates from Cliffe which will involve the lease of one of the three yard lines to DB Schenker. This train will arrive and depart via the Anglia route. Level crossings Steps are being taken to reduce safety related incidents on level crossings across the route. A review is being undertaken into the closure of Whitacre Junction and Hoggrills End foot crossings. This would potentially involve the diversion of two footpaths, to an existing nearby overbridge. In addition to the safety improvement, this will enhance capacity and performance by enabling freight trains to have full use of the down goods loop. It will also eliminate the noise from train horns which causes disturbance to the local community.

Combined with our resignalling plans we are working closely with Walsall Metropolitan Borough Council to investigate the possibility of closing the level crossing at Bloxwich, facilitating a further

improvement in line speed and capacity. Safety improvements have been carried out a several crossings on the Princes Risborough to Aylesbury line by the provision of new and upgraded rubberised crossing decks. The infrastructure and layout at Griffin Lane foot crossing has been upgraded in conjunction with the new passenger service operating between Aylesbury and Aylesbury Vale Parkway. Safety Awareness days have been held at Old Stoke Road and Griffin Lane foot crossings at Aylesbury.

Future capacity West Midlands Signalling Strategy There are a number of major resignalling renewal projects scheduled within CP4 which provide an opportunity to increase capacity cost-effectively. In conjunction with the planned renewal of signalling equipment, some of the control areas are being relocated into the new ‘West Midlands Signalling Control Centre’ (WMSCC). Figure 16 (over page) shows where the resignalling work is taking place and when.

Our joint strategy remains to relocate all West Midlands signalling control into the new West Midlands Signalling Control Centre (WMSCC) at Saltley. This will include some of the signalling control on the fringes of the route, for example the section from Barnt Green to Abbotswood Junction.

The Network Planning team continue to work closely with infrastructure renewals teams, primarily track and signalling to ensure the remaining areas of the West Midlands resignalling in CP5, is aligned to the wider strategy on capacity and performance. Key signalling renewals planned for CP5 include work at Wolverhampton, Banbury and Birmingham New Street.

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Figure 16 Signalling Renewal and WMSCC transfer dates

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Infrastructure capacity Chiltern Railways have commitments within their franchise agreement to invest in further capacity outputs required to meet demand – in particular, ensuring peak PIXC thresholds are not exceeded and, outside the peak hours, all passengers are seated. These investment outputs include the procurement of additional rolling stock, lengthening platforms (up to prescribed upper limits) and further investment in car park capacity.

There are a number of proposals to enhance the route between Oxford and Bletchley. These include the East West Rail Consortium proposal to increase capacity by the introduction of Oxford – Milton Keynes services, and Chiltern Railways’ committed plans to link the Chilterns route with Bicester Town via a new chord line (Bicester Chord). The chord would facilitate an alternative route between London Marylebone and Oxford via High Wycombe during the Reading enhancement scheme. A new station, Water Eaton Parkway, to the north of Oxford would also be provided. This proposal is being examined as part of the Great Western RUS process.

We will ensure that these schemes do not preclude the development of the route as a trunk route linking the South Coast/Thames Valley with the WCML for both long distance passenger and freight services. The scheme provides the possibility of a second gauge cleared route for W12 trains from Oxford to the WCML to support the expected major growth of container operations from the port of Southampton. Clearance of this route will also alleviate the conflicts between freight and passenger services at Coventry and Nuneaton.

The Bletchley resignalling scheme will make passive provision for the proposed East West Rail project.

Freight services The Strategic Freight Network (Felixstowe to Nuneaton capacity scheme) will facilitate the increase in W10 traffic flows from Felixstowe to the north, via a new chord line at Nuneaton which provides direct access to the WCML. The combined signalling renewals and enhancements scheduled in the Water Orton/Nuneaton area will release additional capacity to support the projected increase in service flows bound for the West Midlands from Felixstowe.

The additional cross city services planned between Barnt Green and Bromsgrove will possibly restrict further freight growth. As a result, we continue with our plans to analyse the industry aspirations to reopen the former freight route between Round Oak

and Walsall, providing additional freight capacity between the South West and Midlands/North East.

Tram-Train technology Round Oak – Walsall – we are undertaking a joint pre-feasibility study with Centro to examine the business case for reinstating the former freight route for joint running operation between heavy rail freight and tram-train technology. From a heavy rail perspective, this would provide considerable benefits for freight, and would free up capacity in the centre of Birmingham.

Station capacity Birmingham New Street station Birmingham New Street station is already operating close to capacity in terms of passenger numbers, leading to passenger congestion in key circulation areas and the increasing risk of full or partial station closure. This situation will be exacerbated by the anticipated growth in demand. The Government approved option for redeveloping the station (‘The New Street Gateway’) is designed to provide a greatly increased passenger capacity, better access to platforms, and relieve current congestion while also providing commercial and public realm benefits.

Birmingham Moor Street – the former terminal platforms will be reconnected (by December 2010) as part of Chiltern Railway’s franchise commitments, including some Network Rail funding to replace a disused bridge deck. Initially two out of the three platforms will be reinstated as part of this project. Longer-term our aspiration is to reconnect the remaining platform.

Bromsgrove – analysis has demonstratedd that demand in the area is being suppressed, principally by an inadequate station, car parking facilities and relatively infrequent service levels. The northbound platform cannot accommodate trains formed of more than 3 x 23m vehicles, although the southbound platform will accept 4 x 23m vehicles. This is driving the regional commitment to relocate Bromsgrove station which forms part of a wider local transport strategy (south Birmingham capacity improvements) and facilitates electrification and extension of the current cross city services from Longbridge to Bromsgrove.

Coventry to Nuneaton line – Local councils have aspirations for two new stations on the Coventry to Nuneaton line. The first is at Bermuda Park which is located at the southern part of Nuneaton and would serve anticipated housing developments in the area. The second is Arena Park which would be adjacent to the Ricoh Stadium, conference centre and arena shopping park.

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This new station would have the potential for a park and ride facility due to its location close to the M6 and would provide services into Coventry. A new bay platform will need to provided at the west side of Coventry station in order to allow the additional services to run to Nuneaton, as it will need to be independent of the main line services.

Kenilworth – a new station located on the line between Coventry and Leamington Spa at Kenilworth is being proposed by Warwickshire Country Council. The outcome of the feasibility study is currently being reviewed by Warwickshire County Council and Network Rail.

Stratford Parkway – a new station located at Bishopton on the line between Stratford-upon-Avon and Birmingham/Leamington Spa is being proposed by Warwickshire Country Council and is supported by regional funding.

Worcester Foregate Street – Worcester Foregate Street station currently has restrictive platform widths and is severely overcrowded, combined with less than ideal operational flexibility. We recognise that the current situation is limiting further service improvements, and during late CP4 and early CP5 interventions to increase capacity and capability will be required, possibly during the resignalling programme, as this is the most cost effective approach for delivery.

Car parking The ITA (Centro) will continue to operate car parks within the PTE area and has no current plans to change their charging policy. Centro is currently working to actively expand car parks through the Local Transport Plans and other funding streams. In addition to Centro’s review for park and ride stations, improvements are being planned at other stations in the area.

London Midland has also included improvements to car parking as a specific initiative in their franchise plans. In addition to a commitment to provide at least one thousand extra spaces, London Midland are also promoting socio-economic sustainability through a policy of reduced parking fees for drivers with low emission cars and free parking for electric vehicles.

Chiltern Railways are also intending to expand the size of car parks at several of their stations in Warwickshire and Buckinghamshire.

We also support the development of plans at the franchised stations and will be an active partner in the industry planning group. The plans will involve the promotion and improved facilitation of cycling, walking and car sharing as a means of accessing stations. Better signage, cycle storage and integration with other modes of transport will be key to the success of these plans.

Future performance Figure 17 sets out the planned PPM for each train operator for CP4. The PPM figure quoted represents the expected contribution of the TOC to the sector-level regulatory outputs in the CP4 delivery plan. With a tighter timetable structure in place following the introduction of the December 2008 timetable, right time arrival at junctions is critical to meeting the targets for PPM and significant lateness targets set in the HLOS.

There are plans in place to change ageing switch and crossings at New Street and Wolverhampton, along with other improvement plans such as doubling up cables to reduce the risk of track circuit failures.

Chiltern Railways Chiltern Railways is currently operating at 95.5 percent PPM MAA which is significantly ahead of expectations. Good infrastructure reliability and rolling stock performance has continued to contribute to this result. Chiltern Railways and Network Rail continue to work closely together to drive forward delivery of the JPIP, which for 2009/10 included a stretch target of 95.3 percent PPM MAA. Much activity is focused on reducing the level and impact of external events such as bridge strikes, fatalities and trespass.

Going forward, the key performance issues and opportunities for this route have been identified as:

Figure 17 Forecast PPM MAA – CP4 Plan

TOC 2010/11 2011/12 2012/13 2013/14

London Midland 89.1% 89.9% 90.5% 90.6%

Arriva Trains Wales 92.9% 93.2% 93.4% 93.5%

Chiltern Railways 95.3% 95.3% 95.8% 95.9%

CrossCountry 90.2% 90.6% 90.9% 91.3%

Virgin Trains 87.8% 90.3% 90.6% 90.9%

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• impact of the West Midlands resignalling schemes;

• improved asset reliability through full installation and deployment of remote condition monitoring;

• implementation of further bridge strike prevention and mitigation measures;

• reduction in the impact of cable theft, trespass, vandalism and fatalities;

• higher quality Automatic Route Setting (ARS); • right time railway – reduction in late starts; • extreme weather mitigation through enhanced

drainage, flood mitigations and lightning strike protection;

• continued maintenance of Automatic Train Protection (ATP) system; and

• further use of the CP4 Performance Fund to develop new improvement initiatives.

The route plan is being developed around these key points and currently suggests that performance for Chiltern Railways by April 2014 will be around 95.9 percent PPM MAA. This includes an allowance for passenger/traffic growth and an increase in engineering work. Future performance issues will continue to be addressed through the JPIP process.

CrossCountry The performance of CrossCountry is currently 91.0 percent PPM MAA which is significantly exceeding expectations, particularly for a national operator. CrossCountry and Network Rail are remain focussed on driving down the levels of cancellations and significant lateness (CaSL), which remain a source of customer complaint, loss of business to rail and payments under the delay repay regime in CrossCountry’s Franchise Agreement. Activity has been centred around understanding the causes of CaSL for CrossCountry, and the parties are now starting to identify particular improvement initiatives specifically aimed at this area. In addition, Network Rail and CrossCountry are taking forward a Right Time Railway initiative on the Bournemouth to Manchester line of Route.

Going forward the key performance issues and opportunities for CrossCountry on this route have been identified as:



• full implementation of GSMR; • enhanced management of the network; • weather proofing the network through enhanced

drainage and upgrade of climate control systems for signalling equipment;

• enhanced usage of on train monitoring recording equipment;


• quicker incident response • right time railway initiatives; and • further use of the Performance Fund to develop

new improvement initiatives. The route plan is being developed around these key points and currently suggests that performance for CrossCountry services by April 2014 will be around 91.3 percent. This includes an allowance for passenger/traffic growth and an increase in engineering work. Future performance issues will continue to be addressed through the JPIP process.

London Midland The performance of London Midland is currently 87.8 percent PPM MAA for all services. London Midland operations are split into two sectors, London South East; which is covered in the West Coast Route Plan, and Regional. The performance of London Midland’s Regional services is currently 87.5 percent PPM MAA which is in line with the forecast contained in the 2009/10 JPIP.

Going forward, the key performance issues and opportunities for London Midland on this route have been identified as:



• increased timetable robustness; • line speed improvements; • implementation of further bridge strike prevention

and mitigation measures; • reduction in the impact of cable theft, trespass,

vandalism and fatalities; • right time railway initiatives; • fitment of forward facing CCTV and enhanced

usage of on train monitoring recording equipment;

• extreme weather mitigation through enhanced drainage and flood mitigations;

• autumn management – increased back to boundary de-vegetation; and

• further use of the Performance Fund to develop new improvement initiatives.

The route plan is being developed around these key points and currently suggests that performance for London Midland (all services) by April 2014 will be around 90.6 percent PPM MAA. This includes an allowance for passenger/traffic growth and an increase in engineering work. This figure has been

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discussed with London Midland and is in line with their aspirations. For London Midland Regional Services, performance is expected to be around 90.2 percent PPM MAA by April 2014. Future performance issues will continue to be addressed through the JPIP process.

Virgin Trains Over recent months Virgin Trains’ performance has been heavily affected by infrastructure reliability following the West Coast Upgrade as well as a number of major external incidents, which led to a marked deterioration in the level of PPM experienced by Virgin Trains’ passengers. This has resulted in a significant amount of additional improvement works being undertaken and containment measures being introduced in order to drive forward and ultimately sustain a more acceptable level of performance for Virgin Trains. A brand new JPIP was agreed between the parties in September 2009, with a target of 86.3 percent PPM MAA at the end of the financial year 2009/10. The current level of performance is 83.2 percent PPM MAA.

Going forward, the key performance issues and opportunities for Virgin Trains on this route have been identified as:



• full implementation of GSMR; • enhanced management of the network; • weather proofing the network through enhanced

drainage and upgrade of climate control systems for signalling equipment;

• enhanced usage of on train monitoring recording equipment;


• quicker incident response; • right time railway initiatives; and • further use of the Performance Fund to develop

new improvement initiatives. The route plan is being developed around these key points and currently suggests that performance for Virgin Trains by April 2014 will be around 90.9 percent PPM MAA. This includes an allowance for passenger / traffic growth and an increase in engineering work. Future performance issues will continue to be addressed through the JPIP process.

Network availability We understand the importance of minimising disruption on routes during engineering works and

the inconvenience that this can cause our customers. Therefore, our planned renewals, including the forthcoming resignalling works on this route, will provide us with the opportunity for some tactical enhancements without the need for further disruptive possessions.

On the Chiltern line, engineering access is available through a regular pattern of eight hours on Saturday nights and five hours on Sunday nights, as well as possession opportunities on week-nights which are limited due to Chiltern Railways late night services and empty stock movements. Possession planning on the Chiltern main line is carefully integrated with the Birmingham to Didcot and West Coast Main Line routes, to enable the route to be used as an alternative for passengers and freight from London to the West Midlands.

2010 is likely to see a number of disruptive weekend possessions, along with a small number of blockades for the Evergreen 3 enhancement scheme. Evergreen 3 enhancement works are likely to take place on the route in the Aynho area, along with works associated with providing W10 gauge clearance between Southampton and the West Coast mainline, which are concentrated on the section between Heyford and Bordesley Jn.

The West Midlands area has reasonable availability for diversionary routing over much of its network. Consequently, for some years we have operated and refined a pattern of midweek night possessions, cycling through each route in turn every six weeks. This has the benefit of greater traffic throughput, and, because of the predictability, more robust timetabling and performance with higher levels of site safety and productivity than are possible with the traditional use of single line working. However, on some parts of the network there is difficulty in gaining access for maintenance and renewals work, for example between Wolverhampton and Stafford, where there is no adequate diversionary route. The potential gauge enhancement on the Cannock line would provide this required freight diversionary route.

A programme of track renewals is planned across the area on many key routes, primarily in all day Sunday possessions, although a number of S&C renewals require longer weekend closures. Many S&C renewals are planned to take place in 37 or 43 hour possessions, compliant with Network Rail’s ‘glide path’ designed to reduce the duration of S&C renewals. Other disruptive activities, such as bridge works and maintenance have been optimised in with this disruption when possible.

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Work is planned to commence on the Water Orton resignalling scheme later in 2010 – the majority of this work will take place within existing track renewals possessions, although a small number of short possessions will take place solely for signalling works in the summer of 2010. The scheme will require disruptive access until the final commissioning in 2012.

The Birmingham New Street ‘Gateway’ redevelopment scheme started in earnest at Christmas 2009, with a possession during the Christmas Shutdown period to decommission the West Dock This will facilitate an extension to the Navigation Street footbridge. Further possessions are proposed to take place in a half-station blockade at Christmas 2010, followed by further similar blockades at Easter and May Day weekends in 2011. Most of the other work necessitated by the scheme will have little or no disruptive effect to the operational railway, being limited to a series of single platform closures commencing in March 2010.

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Long term opportunities and challenges Re-signalling projects in CP5 Discussions with stakeholders have commenced to examine and develop opportunities for the most viable and cost efficient options for the following resignalling projects:

Banbury – signalling renewals in the Banbury are planned in late CP4/early CP5. Track works and enhancements will be aligned to this scheme in order to improve functionality and flexibility at and around the station area.

Wolverhampton – as part of the resignalling project in the Wolverhampton PSB area, enhancements are planned to improve capacity, operational flexibility and overall performance. This project is currently planned for commissioning in 2015.

Birmingham New Street – signals in the Birmingham New Street PSB area are being commissioned in 2018 and so opportunities will be sought to improve capacity and performance where possible.

Accommodating demand: passenger We recognise that both additional and longer trains may become more difficult to accommodate across the route. This is particularly true for stations in the Birmingham area and other areas e.g. Worcester. Accommodating these increments will require staged infrastructure interventions, some modest and some more some significant.

The West Midlands region has already compiled a Regional Transport Plan (RTP) which proposes opportunities for alleviating many of the demand pressures, some of which focus on enhanced rail infrastructure. Once established, the RTP will inform the Regional Funding Allocation (RFA) discussions held with DfT in order to develop transport initiatives in this area. We remain a key player throughout this process.

In the longer-term, our plans include the feasibility of developing a north and south facing chord line that links the Camp Hill lines to Birmingham Moor Street (Snow Hill Lines). This would enable new service opportunities and greater use to be made of Moor Street station, hence alleviating pressure at New Street. The RTP also identified Moor Street as a station that offers a low cost opportunity for additional platforms and stabling space to be provided in the heart of Birmingham. Space exists for up to four eight-car platforms to be installed relatively easily.

Accommodating demand: freight Provision of additional capacity, operating a high level of performance from the network and providing increased access on the core routes will be the key freight challenges for Network Rail beyond CP4.

Enhanced passenger capacity in the West Midlands will have a direct impact on the ability to timetable freight services through an already constrained infrastructure, therefore improving terminal connectivity and increasing freight capacity in central Birmingham is very important. Potential freight train speed improvements will help capacity through more effectively ‘flighted’ trains, but additional lines may need to be constructed to allow slower trains to run.

Re-opening routes, in particular the Walsall to Stourbridge line, and removing capacity constraints, such as the limited headways on the Sutton Park line, will also be vital to increasing freight capacity within the West Midlands.

It is likely that there will be two or more new freight terminals in the North West and West Midlands constructed and this will generate new traffic both from the south coast ports and the Channel Tunnel, with the majority of the traffic arriving via the WCML. Planning permission for these new terminals will need to be secured, with discussions taking place to decide the best way forward. The West Midlands and Chiltern RUS is considering ways of rerouting freight traffic via the West Midlands and the West Coast RUS will look at possible diversions around the Carlisle area for this traffic.

During CP5 and beyond, industry aspirations are to:

• improve train lengths (especially from Southampton, Haven Ports and London Gateway),

• increase RA and, • reduce journey times, including reducing the time

trains are in loops. Gauge clearance during CP5 needs to be considered for the Cannock line. Upgrading this line to allow W10 gauge would provide an alternative route for freight traffic going from Southampton to the WCML, allowing traffic to bypass the Wolverhampton to Stafford part of the Rugby to Stafford loop. The line has also been identified as a key diversionary route, and could be used during blockades or perturbation on the Wolverhampton to Stafford as well as serving the proposed Mid-Cannock terminal.

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It remains our aspiration to gauge clear the route from Neasden to Ayhno junction via High Wycombe, to allow W9 and possibly W10 traffic to use the line on a regular basis.

The East Midlands RUS recommends four-tracking between Wichnor and Burton-on-Trent to ease capacity.

East West Rail There are a number of proposals to enhance the route between Oxford and Bletchley. These include the East West Rail Consortium proposal to enhance the route to enable the introduction of Oxford – Milton Keynes services and Chiltern Railways Evergreen phase 3 project which will upgrade the Oxford – Bicester section.

Consolidation of the various schemes to enhance the route between Oxford and Bletchley would facilitate the development of a major freight and passenger trunk route from the South Coast and Thames Valley to the WCML. The DfT’s Thames Valley Regional Planning Assessment states that a journey time saving of 40 minutes could be achieved between Reading and Manchester via this route.

There is potential for a new routeing of freight services East – West for Southampton to Yorkshire via MML.

Journey times Our long-term aspirations are to improve journey times on longer distance journeys by delivering line speed improvements. Our objective is to focus on those sections where line speeds can be closely aligned with rolling stock capability.

Through the RUS process we are working with operators to develop a 30-year strategy that focuses on corridors of opportunity. These include the West Country – North East, South West to the North West and the West Midlands – East Midlands/Anglia.

Electrification Electrification infill remains high on our agenda for the route. Throughout CP4 we aim to develop studies that examine the possibility of electrifying corridors that connect already electrified routes. These include Proof House to Nuneaton, Sutton Park line and the Cannock line. Longer-term the strategy will examine other corridors, primarily north of the Snow Hill lines and the Camp Hill line.

DaSTs The Department for Transport published its formal consultation document Delivering a Sustainable Transport System (DaSTS) in November 2008. It sets out long term transport priorities for the period to 2019 and beyond and reflects conclusions from the Eddington Study and the Stern review. The document states five clear transport goals for the network, these are:

• To support national economic competitiveness and growth by delivering reliable and efficient transport networks.

• To reduce transports emissions of carbon dioxide (CO2) and other greenhouse gasses, with the desired outcome of tackling climate change.

• To contribute to better safety and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport, and by promoting travel modes that are beneficial to health.

• To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society, and

• To improve quality of life for transport users and non transport users, and to promote a healthy natural environment.

Rail has potential to help meet these objectives and Network Rail will continue to engage with the Regions and Local Authorities at all levels of the process. There are four key stages in the process. In stage one, each Region was invited to propose a number of strategically relevant studies to take forward which they believe will meet the DaSTS objectives. The DfT then selected the studies that would progress into stage two to generate options for appropriate interventions. All studies are currently in stage two and need to produce a long list of options by the end of March 2010 for further review. Stage three will involve the sifting and packaging of options, while stage four will see the completion of an overall programme, with all studies complete by 2012.

As part of the DaSTS programme there are both National and Regional studies, the national studies are led by the DfT and the local studies are led by the Regions. There are a number of joint studies which involve both the DfT and the Regions.

There is a national Freight Modal Choice study looking to confirm the economic, social and environmental benefits of current freight movements by non-road modes on national network corridors and to identify where changes in future modal choice, from road to rail or water, could address issues on the network and deliver against the five

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DaSTS goals. This includes consideration of the capacity and capability of the national infrastructure to accommodate these changes in modal choice.

On this route there are four studies that may affect long term opportunities and challenges are:

Access to Birmingham – A joint DfT/regional study considering road and rail access to/around Birmingham for freight and passengers (including addressing M6, M5 and M42 performance issues).

Coventry North South Corridor Study – This study will examine the key travel patterns to, from and within the Coventry north-south corridor linking Nuneaton, Coventry, Kenilworth, Leamington Spa and Warwick. It will assess how transport factors might be inhibiting economic activity and what interventions might help overcome these issues, including their impact on carbon emissions. The work programme will identify possible options over different timescales and at different levels of funding.

Growth Point Connectivity Study – This study will examine the challenges associated with growth locations, in particular around Shrewsbury, Hereford and Telford. It will consider low-cost, specific and innovative sustainable transport interventions to address the transport issues associated with this growth. This will include smarter choices and initiatives to influence travel behaviour.

Milton Keynes to Aylesbury Vale – The study area comprises Milton Keynes/Aylesbury Vale sub-region plus High Wycombe in the Western Corridor Blackwater Valley sub-region. The emphasis within the study area is on the strategic transport links necessary to support delivery of the substantial planned growth at these key locations. The objective of the study is to understand the deficiencies of the current transport network in delivering the sustainable economic development of Milton Keynes/Aylesbury Vale, including all strategic links to/from MKAV and High Wycombe. Through a process of comparison and sifting, the study will identify the most promising packages of interventions to be taken forward.

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Infrastructure Investment in CP4

Figure 18 Infrastructure investment in CP4

Implementation date

Project Project description Output change Funding GRIP Stage

2010 A Birmingham Snow Hill additional entrance

Provision of additional access to Snow Hill station for improved passenger circulation

Improved capacity at station PTE 7

2010/11 B Oxley independent power supply

Provision of independent power supply to Oxley depot Improved performance Network Rail 7

2010/11 C Shirley – Stratford resignalling enhancement element

Signalling renewal of life-expired asset along the Shirley to Stratford route section including :

Reduced headways

New crossover at Stratford-upon-Avon

New turnback facility at Whitlocks End (relocated crossover) Rationalisation of equipment at Henley-in-Arden

Improved capacity and performance Network Rail Discretionary Fund

5

2013/14 D Walsall and Cannock lines enhancements (aligned with resignalling project)

Signalling renewal in the Walsall area including:

Walsall station through running

Reduced headways on the Sutton Park line

Freight run-round facility on the Round Oak line

Signalling renewal on the Cannock line including:

3-aspect signalling

Increased capacity and ease congestion at Bescot. Performance Improvements

Operational Flexibility

Network Rail Discretionary Fund

5-8

2010/11 E Birmingham Moor St: Ph 3 Reinstatement of disused platforms and installation of stabling siding at Birmingham Moor Street

Increased capacity and stabling facilities

TOC 4-8

2010/11 F Passenger lifts – Aylesbury Town station

Installation of DDA compliant passenger lifts at Aylesbury Town station

Improved passenger access Network Rail/DfT/ TOC/Third Party

4-8

2010/11 G Wolverhampton to Shrewsbury line speed improvements

Line speed improvement to achieve 90 mph between Wolverhampton and Shrewsbury

Reduced journey times NRDF/RFA 4

2014/15 H Birmingham New Street Gateway

Station Upgrade project including retail development, station environment and facilities

Increased passenger capacity, improved access and performance

Periodic Review 2008

4

2010-2013 I Evergreen Phase 3 Project Expansion of route’s capability and extension of services to Oxford (includes provision of crossover between Aynho – and Banbury and crossover between West Ruislip and London Marylebone)

Shorter journey times, improved performance

Third Party 4

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Implementation date


2013/14 J Water Orton resignalling enhancement elements

Signalling renewal at Water Orton to include:

improved layout at Water Orton

remodelling of Landor St and Water Orton Jcns

reduced headways between Water Orton – Nuneaton

reduced headways on Sutton Park line

Increased capacity due to reduced signalling headways, operational flexibility and improved performance and capacity

Network Rail 4

2011/12 K Stourbridge – Hartlebury resignalling enhancement element

Reduced signalling headways between Stourbridge –Kidderminster Higher exit/entry speed Kidderminster goods loop. New facing crossover at Stourbridge Jn.

Improved capacity and operational flexibility

Network Rail Discretionary Fund

4

2014 L Gauge clearance : SFN project W12 gauge enhancement between Doncaster and Water Orton

Increased gauge clearance for 9’6” wagons

Periodic Review 2008 / Third Party

4

2010 M Hoggrills End crossings Review of two public foot crossings by diversion to an existing nearby overbridge

Increased safety and performance and increased loop capability

Network Rail Safety and Environment Fund

3-4

2010/11 N Kidderminster Station Enhancements

Modular station building and improved station facilities at Kidderminster, including NSIP and Access for All contributions

New station building and improved facilities at station

Multi-funded 3-4

2010-2014 O Access for All Scheme – various stations

Improved access schemes at the following stations:

Henley-in-Arden, Hereford, Northfield, Selly Oak, Shirley, Sutton Coldfield and Worcester Shrub Hill

Improved customer facilities Periodic Review 2008

1-3

2009-2011 P NSIP : National Stations Improvement Programme

Shrewsbury station – DDA improvement works and resignalling of platform (NRDF funded)

Hereford station – Access for All improvements and improved customer facilities

Improvement schemes at various stations including:

Tamworth, Cannock line stations, Kidderminster and Bourneville

Station works proposed at the following stations: Aylesbury, Leamington Spa, Wendover, Warwick, Gerrards Cross, and Princes Risborough

Improved capacity and customer facilities

Multi-funded 1-4

2012 Q West Midlands Platform lengthening scheme

Lengthening platforms across the West Midlands area to accommodate longer services (as part of the CP4 Delivery Plan)

Increased capacity Periodic Review 2008

3

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Implementation date


2013/14 R Cannock line speed improvements

Increase line speed along Cannock Line to 75mph post re-signalling.

Reduced journey times NRDF/RFA 3

2012/13 S West Midlands depot and stabling facilities

New depot facilities to support additional HLOS vehicles Increased capacity Periodic Review 2008

3

2012 T Enhancement of Cross City services to Redditch

Increase in service frequency to Redditch providing a 20-minute service. This includes the development of an additional platform at Redditch.

Increased platform capacity and service frequency

Periodic Review 2008

3

2010-2014 U Bromsgrove: • Station development • Extension of cross city services • Goods loop

Relocation of station to south of existing location to permit longer trains to call (as part of station enhancements project) Extension of service to Bromsgrove providing a 20-minute electrified service Conversion of Down Goods Loop to passenger status with entry and exit line speed increase (Scheme conditional on Bromsgrove station re-location)

Increased capacity, performance and improved station facilities

Multi-funded 3

2010/11 V Tyseley Depot Works to provide permanent stabling facilities for new fleet (London Midland)

Increased capacity TOC 3

2012/13 W Coventry – Nuneaton Service enhancements (with potential new stations) Increased capacity Third party 3

2010/11 X Southampton to West Coast freight upgrade

Works to allow W10 gauge trains to run from Southampton to the WCML

The line will be cleared to enable 9’ 6” high containers to be conveyed on conventional wagons

Transport Innovation Fund

3

2012/13 Y Round Oak to Walsall Feasibility into re-opening of disused freight line for tram-train options.

Increased capacity and capability Multi-funded 3

2013/14 Z East West Rail Link Re-opening of the Oxford/Aylesbury – Bedford railway between Claydon and Bletchley

New route and services creating extra capacity on the route

Third party 3

2013/14 AA Bloxwich level crossing closure Potential closure of level crossing at Bloxwich pending legal determination

Closure of level crossing for vehicles

Provision of a DDA compliant footbridge and upgrade of adjacent road bridge to accommodate diverted road traffic

Network Rail, Walsall MBC

2

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Implementation date


2009-2012 AB High Wycombe station development

Enhancement to the station area including new station buildings and improved modal interchange

Improved station facilities TOC 2

2010-2014 AC Oxley depot New maintenance shed Improved facilities Third party 2

2012/13 AD Banbury car park Car park extension Improved car park facilities Third party 1

2013/14 AE Birmingham Snow Hill platform 4 reinstatement

Reinstating platform 4 for heavy rail use following extension of Metro services to city centre

Increased capacity and performance PTE 1

2014 AF Camp Hill Chords Feasibility study to develop Camp Hill Chords scheme Increased capacity and performance Network Rail 1

2014 AG Rowley Regis turnback New turnback siding providing ability to increase services Increased capacity PTE 1

2010 AH Dudley Port station New park and ride facility Increased car park facilities PTE 1

2014 AI New station proposals Potential new stations in the following areas: Stratford-upon-Avon, Wolverhampton and Kenilworth

Increased capacity Third party 1-2

2010-2014 AJ Car park extension schemes Car park extension schemes at various stations across the route in conjunction with TOCs and DfT

Improved station facility (and passenger access)

Multi-funded Various

2010-2014 AK E&P Renewals Programme

Overhead line renewals

25Kv Switchgear renewal and signalling supply points

E&P Renewal Network Rail Various

2010-2014 AL Track Renewals Programme S&C and plain line works are planned at various locations across the route, e.g. renewal of junctions at Wolverhampton North and Coventry South

Track Renewal Network Rail Various

2010-2014 AM Structures Renewals Programme :

Embankment, earthworks and drainage works at various locations across the route, e.g. Old Hill and Stoke Mandeville

Structures Renewal Network Rail Various

2010-2014 AN Signalling and Telecomms Renewals Programme:

Signalling and Telecomms renewals at various locations across the route

Telecomms renewal Network Rail Various

2010-2014 AO Buildings Renewals Programme

Property renewals at various locations across the route, e.g. at Snow Hill (plt lighting), Coventry platform works and Walsall footbridge repairs

Buildings renewal Network Rail Various

2010-2014 AP Neasden Drury Way strategic freight site

Development of Strategic Freight site in Neasden to support the movement of aggregate

Increase freight capacity Third Party 0

38


Schemes currently on-hold due to timing of funding

Figure 18 Infrastructure investment in CP4 – schemes currently on hold

Implementation date


– Chinnor & Princes Risborough Railway

Extension of heritage railway to Princes Risborough Extension of Line Third Party 5

– Wolverhampton Interchange Improved station building and facilities Improved facilities at station Third party 3

– Wellington station Improved access and interchange facilities Improved access Third party 3

– Brinsford station New station with large park and ride facility Improved access to the rail network and capacity for growth

Third party 2

Candidate NRDF schemes in CP4

Figure 19 Candidate NRDF Schemes in CP4

Implementation date


2010-2014 AQ West Midlands line speed improvements project

Feasibility study to assess line speed improvements at Soho East – Perry Barr West, Kings Norton – Landor Street, Whitacre Jn – Kingsbury Jn, Stratford-upon-Avon line, Barnt Green Jn, Ledburn- Shelwick

Reduced journey times Network Rail Discretionary Fund

0

2010-2014 AR Loop entry/exit speed review Review loop speeds across the route including at Fenny Compton (possibly aligning to the Banbury resignalling project)

Increased capacity and performance Network Rail Discretionary Fund

0

2010-2014 AS Birmingham New Street station – new bay platform

New bay platform – a review of converting and lengthening the current East Dock to create additional platform facility

Increased capacity Network Rail Discretionary Fund

0

2010-2014 AT Chiltern gauge clearance Review provisions for a larger gauge to allow Chiltern route to be used as an alternative to the West Coast Main Line

Higher gauge capability Network Rail Discretionary Fund

0

2010-2014 AU Walsall slow line electrification Electrification of slow line between Pleck Jn and north of Walsall station

Increased capacity Network Rail Discretionary Fund

0

2010-2014 AV Kingsbury depot – north facing access

Provision of a north facing crossover to facilitate northbound departures to the depot

Improved performance Network Rail Discretionary Fund

0

2010-2014 AW Junction improvements Marginal increased junction speed at Barnt Green and Stourbridge Junction

Improved performance Network Rail Discretionary Fund

0

GRIP stages: 1 Output definition, 2 Pre-feasibility, 3 Option selection, 4 Single option selection, 5 Detailed design, 6 Construction, test and commission, 7 Scheme hand back, 8 Project close out

39


Renewals activity Figure 20 shows the estimated renewals costs and activity volumes.

The precise timing and scope of renewals will remain subject to review to enable us to meet our overall obligations as efficiently as possible, consistent with the reasonable requirements of operators and other stakeholders.

Through regular Route Investment Review Groups (RIRG) all industry parties continue to evaluate key corridors on the route, identifying possible enhancements that would unlock further diversionary opportunities.

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.

Figure 20 Summary of estimated renewals costs and activity volumes

£m (2010/11 prices) 2010/11 2011/12 2012/13 2013/14

Renewals Track 71 46 51 63 Signalling 70 83 54 49 Civils 10 14 14 6 Operational property 11 11 9 8 Electrification 1 1 2 2 Telecoms 4 4 4 5 Total renewals 168 159 134 133 Renewals volumes Track Rail (km) 43 50 47 47 Sleepers (km) 32 48 40 40 Ballast (km) 44 33 39 39 S&C (equivalent units) 57 21 41 40 Signalling Conventional (SEU) 98 105 264 784 ERTMS (SEU) 0 0 0 0 Level crossings (no) 1 0 2 2

40


Appendix

Figure 21 Strategic route sections

Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference, RA is Route Availability

SRS SRS Name ELR Classification Funding Community Rail

Freight Gauge RA Speed Electrification Signalling Type

Signalling Headway (mins)

No of Tracks

M.01 Marylebone – Aynho Jcn NAJ2 & 3 MJC1

London & SE DfT No W7 (W6) 8 (7) 100 (60) none TCB 3 (5) 2

M.02 Neasden South Jcn – Harrow-on-the-Hill

MJC1 London & SE DfT No W6 8 (7) 75 (60) none TCB 4 2

M.03 Amersham – Aylesbury Vale

MJC2 London & SE DfT No W6 8 75 none TCB 9 2

M.04 Princes Risborough – Aylesbury

PRA London & SE DfT No W7 (W6) 7 40 none TCB 15 1

M.05 Rugby – Birmingham New Street

RBS1 Primary DfT No W9 & W10 8 100 (125)

25Kv (AC) TCB 4 (3) 2

M.06 Birmingham New Street – Wolverhampton

RBS2 Primary DfT No W8 8 75 25Kv (AC) TCB 4 (3) 2

M.07 Wolverhampton – Stafford

RBS2 RBS3 OXC

Primary DfT No W9 & W10 8 125 25Kv (AC) TCB 5 2

M.08 Birmingham New Street – Barnt Green

BAG1 BAG2

Primary DfT No W8 8 60 (90) 25Kv (AC) TCB 5 (4½) (3) 4

M.09 Barnt Green – Stoke Works Junction

BAG2 SKN SAG

Primary DfT No W8 8 90 none TCB 4 2

M.10 Birmingham - Wichnor Junction

DBP1 DBP2 DBP3 KJW

Primary DfT No W8 8 90 (125) none TCB 5 (4) (3) 2 (6)

41







No of Tracks

M.11 Oxford – Coventry South Junction

DCL LSC1 LSC2

Primary DfT No W8 8 90 none TCB (AB) 4 (6) (5) (3) 2 (1)

M.12 Leamington Spa – Birmingham Snow Hill

DCL Secondary DfT No W7 (W6) 8 100 (90) none TCB 3 (4) 2

M.13 Stechford – Wolverhampton via Aston

PBJ BJW1 WDJ PJW PBL SAS

Secondary DfT No W9 & W10 8 75 25Kv (AC) TCB 5 (7) (3) 2

M.14 Birmingham Snow Hill – Stourbridge Junction

GSJ1 GSJ2 HSJ DCL

Secondary DfT No W7 & W8 8 60 none TCB 4 (5) 2

M.15 Stourbridge Junction - Hereford

OWW WAH STO ABW

Secondary DfT No W8 (W6) 8 (7) 70 (60) none AB (TB) 2 to 16 2 (1)

M.16 Stratford-upon-Avon Lines

TSB HAS Rural DfT No W7 8 (7) 60 none AB (TCB) 5 (6) (12) 2

M.17 Cross City North ALC1 ALC2 PBJ BJW3

Secondary DfT No W6 8 60 25Kv (AC) TCB 5 2

M.18 Rugeley – Bescot RRN1 RRN2 BJW2

Secondary DfT No W6 (W9) W(8)

8 45 none AB (TCB) 5 (8) (15) 2

M.19 Redditch – Barnt Green Junction

BEA Secondary DfT No W6 8 55 25Kv (AC) OTW − 1

42







No of Tracks

M.20 Wolverhampton – Shrewsbury

WSJ1 WSJ2

Secondary DfT No W6 8 70 none AB 6 (8½) (3) 2

M.21 Camp Hill Line LSS SKN Secondary DfT No W7 8 60 none TCB 3 (4) (5) 2

M.22 Water Orton – Nuneaton NWO Secondary DfT No W9 & W 10 8 70 none TCB 5 2

M.23 Nuneaton – Coventry North Junction

CNN Secondary DfT No W8 8 45 none AB 10 2

M.24 Soho Junctions – Perry Barr Junctions

SCL SSP Secondary DfT No W8 8 45 25Kv (AC) TCB 5 2

M.25 Stourbridge Branch SJS Secondary DfT No W6 8 20 none OTS – 1

M.98 Freight Trunk Routes LTV OXD BFO

Freight DfT No various 8 (7) various none various various 1-2

M.99 Other Freight Lines MJC1 WSJ2 HND1 DCL RBS1 WHT

Freight DfT No various 8 various none various various 2

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Capacity and operational constraints

A Birmingham New Street: platform and junction capacity B Birmingham Snow Hill: restricted platforms, and limited headway C Coventry – Birmingham – Wolverhampton: two–track sections with intensive and mixed traffic D Five Ways – Kings Norton: stopping patterns and signalling headways E Coventry – Leamington Spa: single line capacity constraint F Landor St – Water Orton: track layout and convergence of freight traffic G Walsall – Bescot: track layout and convergence of freight traffic H Wolverhampton Steel Terminal – access issues for freight I Banbury – Oxford: signalling headways and traffic mix J Barnt Green – Redditch: single line section

K Worcester – Hereford: single line sections and long headway L Water Orton – capacity for crossing moves to Sutton Park M Sutton Park line – limited headway N Kingsbury Oil Terminal – access issues for freight O Bescot yard – access issues for freight P Token working Aylesbury – Claydon LNE Junction Q Beaconsfield station : no through fast lines R Aylesbury – Princes Risborough : single track section S Marylebone to Banbury : no loops for overtaking

Other issues on the route

1 Birmingham New Street: passenger capacity at peak times 2 Lickey Incline: restricts tonnage and speed of freight trains

Network RailKings Place90 York WayLondon N1 9AG

Tel: 020 7557 8000www.networkrail.co.uk

March 2010

moving ahead planning tomorrowâ€™s railways

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