West Midlands and Chilterns Route Utilisation Strategy

234 Pages·2011·7.08 MB·English

by  Network Rail

May 2011
West Midlands and Chilterns
Route Utilisation Strategy
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Contents
3 Foreword
5 Executive summary
10 1. Background
12 2. Dimensions
20 3. Current demand, capacity, and delivery
71 4. Planned changes to infrastructure and services
86 5. Planning context and future demand
107 6. Gaps and options
179 7. Consultation process
186 8. Route Utilisation Strategy and longer-term vision
195 9. Next steps
196 Appendix A
213 Appendix B
218 Appendix C
228 Appendix D
230 Glossary
Foreword
With the nation’s finances severely constrained, any
investment in transport infrastructure must deliver real
benefits for the economy, quality of life and the environment.
This Route Utilisation Strategy (RUS) sets out busiest regional commuter routes. On the Chiltern
priorities for rail investment over the next 30 years route, the Evergreen 3 project will deliver more
in the West Midlands and on the Chiltern route capacity and faster journeys between Birmingham
between Birmingham and London Marylebone. and London Marylebone, as well as new journey
The industry believes the options recommended opportunities between Oxford and London.
provide a robust strategy both to meet the forecast
Overall passenger demand in the region is predicted
increased passenger and freight demand and help
to increase by 32 per cent over the next decade.
support and grow the regional economy.
While Network Rail’s Control Period 4 (CP4)
The West Midlands sits at the heart of Britain’s rail Delivery Plan will accommodate much of this
network and more people than ever rely on rail to demand up to 2019, some gaps are identified and
travel to and through the region. Stations such as measures recommended to address them. As in
Birmingham New Street provide an interchange all RUSs, a range of options is developed to meet
for services across the UK, while the Chiltern route the future requirements on the network. These
serves long distance and commuter markets options are tested to determine which provides the
between the West Midlands, Buckinghamshire, best value for money, and that option then tested
and London. The network in the region is also vital for affordability.
for moving goods to and from ports and freight
Where the RUS identifies a need for interventions,
terminals across the country.
it seeks to make the most efficient use of capacity.
Train lengthening is recommended on several
peak services to and from Birmingham as well as
In the longer term, a new high speed line several long distance routes passing through the
West Midlands. Some additional services are also
to the region and beyond could improve
recommended on several regional routes which
journey times and free up capacity on a pass through Birmingham along with further
development of the option of re-routeing services
number of existing routes.
between Reading and Newcastle via Coventry. The
potential for improved connectivity and new journey
opportunities on local and interurban services across
Birmingham is also highlighted. In addition, the RUS
Passenger growth in the RUS area over the past supports work to explore a new station at Aldridge.
decade has been significant and this continues
Sufficient freight capacity is crucial for the
despite the economic climate. The rail industry
economy and, while the majority of the network
has responded well to this growth with punctuality
can accommodate forecast growth over the next
improvements, longer trains and faster journeys.
decade, the need to further develop options to
Work is already underway on several large projects address freight growth, particularly between the
to increase capacity in the West Midlands. A rebuilt South West and Birmingham, is recognised. Options
Birmingham New Street will deliver a world class to accommodate future demand will be assessed,
station with a concourse three-and-a-half times its including a review of the proposal to reopen the
present size, ensuring long-term passenger growth Round Oak – Walsall line.
can be accommodated. The proposed Cross City
In the longer term, a new high speed line would
line extension to Bromsgrove, along with more
improve journey times and free up capacity on a
frequent services between New Street and Redditch,
number of existing routes.
will deliver significant improvements on one of the
3
Foreword
This RUS was initially published in consultation form
in November 2010. Many issues were raised during
that consultation that have influenced aspects of
the strategy. Network Rail has led production, but
the RUS has had input from across the rail industry
including passenger and freight operators, the
Department for Transport, Centro, Transport for
London, Passenger Focus and London TravelWatch.
I thank them all for their contribution.
Paul Plummer
Director, Planning and Development
4
Executive summary
Introduction
This is the penultimate of the geographical Route Utilisation
Strategies (RUSs) that Network Rail is required to publish
under the Network Licence to establish a strategy for the most
effective and efficient use of the network. The West Midlands
and Chilterns RUS has been formulated in consultation with
industry colleagues through a Stakeholder Management Group
(SMG), and it considers the requirements that will be placed
upon the rail network over a planning horizon of 30 years. The
RUS makes recommendations based on a detailed analysis of
passenger and freight demand and is timed to inform the next
High Level Output Specification (HLOS) by feeding into the
Initial Industry Plan in September 2011.
Scope A considerable number of freight flows also operate
across the network and to and from significant
The West Midlands and Chilterns RUS interfaces freight terminals within the RUS area.
with other parts of the rail network which have been
covered in other RUSs, primarily the East Midlands, All passenger and freight services that spend all or
Great Western, and West Coast Main Line RUSs. Its part of their journey on the routes contained within
geographical scope broadly consists of the West the RUS area are considered by this strategy.
Midlands region and the Chiltern Main Line between
Committed schemes
Birmingham Snow Hill and London Marylebone. It
also includes the route from Aylesbury Vale Parkway The RUS baseline comprises the present network
to London Marylebone incorporating part of London and services, together with a number of committed
Underground Limited’s Metropolitan Line. schemes which will deliver improvements to the
current infrastructure and services in the RUS
Services in the RUS area support a diverse range of
area. These schemes have formed part of the
markets. These include local commuting into the key
‘do-minimum’ scenario in the RUS against which
employment locations, interurban travel between
detailed appraisal work for further capacity
major urban centres, and long distance journeys
interventions has been undertaken.
within and beyond the boundaries of the RUS area.
Network Rail’s Delivery Plan for Control Period 4
The West Midlands rail routes are at the centre of
(CP4) is a significant part of this baseline, which
the national rail network, with Birmingham’s central
aims to provide the infrastructure required to deliver
stations acting as hubs supporting interchange
the safety, reliability and capacity targets set by
to many destinations across the United Kingdom.
the Government’s High Level Output Specification
Services across the West Midlands are promoted and
(HLOS) and funded through the Statement of Funds
developed by West Midlands Integrated Transport
Available (SOFA). The plan includes measures to
Authority (Centro).
support train lengthening, service enhancements
The Chiltern Main Line serves long distance and performance and journey time improvements.
markets between the West Midlands and London Train operators are responsible for the development
Marylebone and also supports local commuter and of operational plans based on a mixture of rolling
interurban travel between significant towns and stock cascade and the introduction of new rolling
tourism destinations within the route. stock to strengthen services on busier routes.
5
Executive summary
Within the RUS area, significant improvements in Forecast changes in demand
capacity and connectivity will be delivered through
a number of different schemes. These include the Passenger
extension of Cross City services from Longbridge
There has been considerable growth in passenger
to Bromsgrove and more frequent services to
rail journeys in the RUS area over the past decade,
Redditch, and the Birmingham Gateway project
and demand has remained relatively resilient
which will substantially rebuild Birmingham New
during periods of economic recession. This growth
Street station, double its passenger capacity and
is attributed to several factors including increasing
improve the overall passenger interchange and
population, road congestion in cities and urban
travelling experience. The CP4 Delivery Plan also
centres, and structural changes in travel and
includes funding to facilitate the implementation
employment markets. In light of these factors, and
of a Strategic Freight Network (SFN). This national
taking into account the investment being made in
freight strategy aims to develop a network of core
the rail network during CP4, it is anticipated that this
and diversionary routes for longer freight trains
growth will continue during the timescale of the RUS.
and enable freight services to operate in a more
Passenger journeys to and from Birmingham are
efficient way.
predicted to increase by 32 per cent in the peak by
During CP4, capacity and journey time 2020, and demand on services to London Marylebone
improvements on the Chiltern Main Line will be is forecast to grow at a similar rate. This forecast
delivered through the Evergreen 3 project, which represents the “Do-minimum” situation and does not
will provide faster journey times between include the impact of uncommitted schemes.
Birmingham and London Marylebone (via Bicester),
The aim of the RUS analysis is to assess whether there
improved service frequencies at some intermediate
is sufficient capacity available to meet the forecast
stations and new direct journey opportunities from
demand. A comparison has been undertaken between
Oxford to London Marylebone.
the anticipated level of demand in 2020 and the
Major signalling renewals are also planned for a committed capacity proposed to be delivered in CP4
large proportion of the West Midlands area during across the RUS area. The results show that there is
CP4. These will deliver improved planning headways generally sufficient capacity to accommodate demand
through modern signalling technology. Further across the RUS area up to 2020, with some localised
capacity improvements have also been incorporated crowding predicted during peak hours.
into the programme through cost-efficient
The RUS also considers the longer term capacity
enhancements linked to the renewal activity.
requirements to 2030 at a more holistic level.
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West Midlands and Chilterns Route Utilisation Strategy May 2011
Freight l train lengthening on one Hereford to
Birmingham New Street morning and evening
In recent years, rail’s freight market share has
peak service
consistently grown and accounts for an 11 per cent
share of the UK surface freight market. l train lengthening on three morning and
evening Shrewsbury to Birmingham New
The RUS analysis work takes into account the freight
Street peak services
forecasts for 2019 and 2030 which were developed
by the rail industry for the SFN, and the baseline l train lengthening on three morning and evening
for each option includes these requirements. It is Rugeley to Birmingham New Street peak services.
anticipated that the fastest growing sector will
In view of recent higher than expected growth on the
be the non-bulk market with annual growth rates
Cannock and Walsall corridor, the RUS proposes that
forecast at 11 per cent for domestic non-bulk and
the lengthening of peak services between Rugeley
six per cent for port-driven non-bulk. The bulk sector
and Birmingham New Street be further assessed
is also forecast to grow, albeit at a slower rate. The
as growth emerges to determine the exact number
RUS strategy aims to assess freight requirements
of additional vehicles required and when they will
during the planning horizon being considered.
be needed.
Gaps
The RUS also notes the train lengthening
recommendations made in other RUSs on services
Following a comparison between forecast RUS
which pass through the RUS area, principally on the
demand and the committed baseline, a number of
following service groups:
gaps were identified on the routes radiating out of
central Birmingham. These gaps have been endorsed l Manchester Piccadilly – Bournemouth: two to
by the SMG and consolidated in line with the type nine additional vehicles
of options that would be analysed to address them.
The identified gaps related to capacity (freight and l Manchester Piccadilly – Bristol Temple Meads/
passenger), journey time, interchange, connectivity, Paignton: up to one additional vehicle
and station facilities.
l Edinburgh Waverley – Plymouth: six to nine
Options additional vehicles
l Birmingham New Street – Leicester/Stansted
Where a committed scheme or initiative was not in
Airport: six additional vehicles.
place to address an identified gap, the RUS proposes
and appraises a number of options as potential Timetable interventions and
solutions. In assessing such options, the RUS seeks
infrastructure interventions
to make the most efficient use of capacity. Options
include train lengthening (beyond the CP4 Delivery The RUS has considered the option of a timetable
Plan commitments), timetable recast and service intervention to address some of the capacity or
and infrastructure enhancements. In some cases one connectivity gaps that have been identified. As part
option addresses a number of gaps across different of analysis undertaken, consideration has been
RUS corridors. The results of this option analysis work given to infrastructure options where they are shown
is summarised below: to be required in order to address a specific gap.
Train lengthening In order to address peak and all day demand
between Tamworth and Birmingham New Street and
The capacity analysis work undertaken for the RUS
between Nuneaton and Birmingham New Street,
has shown that in general the capacity interventions
the option to provide an additional service in each
which are proposed in the CP4 Delivery Plan will
hour between these locations has been considered.
provide sufficient capacity during peak hours to
Analysis has demonstrated that a business case
cater for the demand forecast up to 2020, with
supports an additional train in each hour between
standing levels being within train capacity.
Tamworth and Birmingham New Street and between
The RUS does identify some areas where localised Nuneaton and Birmingham New Street throughout
crowding will occur over and above the outputs the day. Further assessment showed that both these
specified in the CP4 Delivery Plan. Where a gap is additional services can be extended through to
based on a mismatch between passenger demand and Worcester (and in some cases Hereford) to provide
supply in terms of train service provision, the option cross-city connectivity and additional capacity in
of train lengthening has been considered in the first each hour to address the growth in demand on
instance. Economic appraisal work to assess the value the route between Birmingham and Worcester. An
for money for train lengthening has identified that a infrastructure intervention at Tamworth would be
medium value for money business case exists for: required to facilitate this additional service.
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Executive summary
The RUS notes that feasibility works have The RUS supports further consideration of timetable
commenced to assess potential infrastructure options on the Aylesbury line where national rail
interventions required on the line between Wichnor services and London Underground Limited services
Jn and Water Orton West Jn to provide performance both operate. To be effective, this should be a joint
resilience in light of the passenger and freight exercise involving Network Rail, Transport for London
growth anticipated on the route. (TfL), London Underground Limited (LUL), and the
relevant train operators. It should take into account
A timetable intervention has been considered to
planned LUL rolling stock changes and the planned
address the connectivity gap between the East
LUL Metropolitan Line resignalling proposals.
Midlands, Yorkshire and North East areas and
Coventry/Birmingham International. To address this Network Availability
gap and provide direct connectivity to Birmingham
Airport, the RUS has assessed the opportunity to The need for earlier/later services and increased
re-route the current Reading to Newcastle service Sunday services were identified by stakeholders
(in both directions) from its existing routeing via as generic gaps across the RUS area. The RUS
Solihull to the Coventry corridor. Feasibility work recognises that the initiatives being considered
is nearing completion to assess the infrastructure within the Network Availability Plan, which forms
requirements on the route between Leamington Spa part of the CP4 Delivery Plan, will help to address
and Coventry to accommodate forecast freight and these gaps. This plan considers new working
passenger growth. methods and strategies which will help to improve
late evening and weekend services across the
The RUS has assessed options to bridge a new
network, both in terms of reducing disruption to
gap raised during consultation which considers
current services and, in some cases, providing
inadequate journey times between Nottingham
opportunities to run additional services at times that
and Birmingham. The RUS notes the opportunities
address suppressed customer demand.
that a timetable recast may present once Derby
and Nottingham signalling renewals have been Options to address freight gaps
implemented in CP4 and Control Period 5 (CP5)
The freight forecasts developed by the Strategic
which will create an opportunity to reduce journey
Freight Network (SFN) for 2019 and 2030 have been
times on this route.
analysed to identify any gaps in the West Midlands
The RUS has considered the aspiration by Centro to and Chilterns RUS area. Passenger interventions
develop a new station at Aldridge, to accommodate developed by this RUS and those being considered
passenger demand which is currently unserved by rail by the West Coast Main Line RUS have also taken
in this area. The RUS analysis demonstrates that a into account the need to accommodate these
new station could be best served by an extension of forecasts.
the Birmingham New Street to Walsall electric service,
The RUS has analysed freight growth on the
which would require infrastructure work to extend
baseline infrastructure and timetable based on
electrification to a new station facility at Aldridge. The
the SFN forecasts. The RUS acknowledges that the
high level business case undertaken by Centro shows
introduction of further passenger services between
the scheme would offer high value for money. The
Bromsgrove and Birmingham during CP4, and the
RUS supports the development of this work by Centro.
steep prevailing gradient over the Lickey Incline,
The West Coast Main Line RUS has assessed a introduce a constraint on the operation of longer
number of journey time and capacity requirements and heavier freight trains on this route. In particular,
between Manchester and Birmingham and this RUS the proposed Deep Sea Container Terminal at Bristol
recognises the emerging conclusions of that work. is expected to generate freight growth which would
add further capacity pressures on the route via
On some routes the RUS recommends that further
Bromsgrove. In light of the uncertainties regarding
timetable analysis is undertaken following planned
the exact volume, lengths and timing of future freight
timetable changes or other interventions. On the
traffic that may be transported via this route, the
Chiltern Main Line between Birmingham Snow Hill
RUS supports the development in CP4 of a feasibility
and London Marylebone, the analysis undertaken
study to address this issue. This study will address
for the RUS suggests that the planned Evergreen 3
the overall capacity requirements on this part of the
project timetable interventions will provide generally
network for both passengers and freight services.
overall sufficient capacity to meet demand up to
2019. However, the analysis indicates that there Analysis of forecast freight growth has also
may be some on train crowding issues into both identified the need for signalling interventions
Birmingham Moor Street and London Marylebone between Kingsbury and Water Orton and improved
during peak hours. Further consideration of the access to Kingsbury Terminal. The RUS notes
timetable on this corridor is therefore recommended that feasibility work to develop the interventions
following a period of operation of the Evergreen 3 necessary in light of anticipated passenger growth
project timetable. on this route (eg. the West Midlands and Chilterns
RUS recommendation of additional Tamworth
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West Midlands and Chilterns Route Utilisation Strategy May 2011
services and the medium term strategy outlined in Brownhills area supports extending electrification as
the Yorkshire and Humberside RUS for an additional the preferred option to be considered as part of the
long distance high speed service between Yorkshire stakeholder development work.
and Birmingham) is nearing conclusion.
As part of its consideration of wider stakeholder
Operational impact of RUS aspirations, the RUS recognises the work being
developed by Centro to connect the Camp Hill lines
recommendations at Birmingham
with Birmingham Moor Street. This development
New Street
would facilitate aspirations to introduce new
stations along the route which would help to address
The RUS has undertaken analysis to consider the
wider transport requirements in the West Midlands.
impact of all interventions recommended in this RUS
It would create opportunities to divert some services
and other established RUSs and committed schemes
from Birmingham New Street into Birmingham Moor
on platform capacity at Birmingham New Street. This
Street which would release capacity at Birmingham
work has indicated that there is sufficient capacity to
New Street and deliver train service reliability and
accommodate these changes. It is recognised that the
performance benefits.
further development of any RUS recommendations
will include more detailed analysis work. The RUS notes the opportunities that may be
delivered as part of the East-West Rail project
Longer-term vision
in the medium to long term. The delivery of new
In the longer term beyond 2019, the RUS recognises passenger services and the option of diverting
that a number of major developments are currently freight services may assist in releasing capacity
being considered to address future capacity on established routes and create alternative freight
requirements both within the RUS area and for the routeing opportunities.
national rail network as a whole. The RUS notes
The RUS recognises the preferred industry strategy
the potential capacity benefits that would be
for High Speed Line 2 (HS2) and notes the recent
provided and also takes into consideration the wider
announcements with regard to the proposed
implications that may result if these developments
strategic HS2 network, which will provide both
become committed schemes.
significant additional capacity and journey time
The RUS acknowledges that there are several benefits between London and the West Midlands
candidate electrification infill schemes which were and beyond. The RUS acknowledges that this will
proposed for further analysis in the Network RUS: create additional capacity on existing routes, and
Electrification Strategy. The RUS acknowledges the the industry will need to assess opportunities and
diversionary and timetable benefits that further plans to further optimise its use.
electrification would offer. The option analysis
undertaken to support rail demand in the Aldridge/
9
11.. BBaacckkggrroouunndd
1.1 Introduction to Route Utilisation The guidelines also set out principles for RUS
scope, time period and processes to be followed
Strategies
and assumptions to be made. Network Rail has
Following the Rail Review in 2004 and the developed a RUS manual which consists of a
Railways Act 2005, the Office of Rail Regulation consultation guide and a technical guide. This
(ORR) modified Network Rail’s network licence explains the processes used to comply with the
in June 2005 (and further amended in April licence condition and the guidelines. This manual
2009) to require the establishment of Route and other documents relating to individual RUSs
Utilisation Strategies (RUSs) across the network. and the overall RUS programme are available on
Simultaneously, the ORR published guidelines on Network Rail’s website at www.networkrail.co.uk
RUSs. A RUS is defined in Condition 1 of the revised
The process is designed to be inclusive. Joint working
network licence as, in respect of the network or a
is encouraged between industry parties, who
part of the network1, a strategy which will promote
share ownership of each RUS through its industry
the route utilisation objective.
Stakeholder Management Group (SMG). The SMG
The route utilisation objective is defined as: includes Passenger Focus and London TravelWatch
to represent the passengers’ interests.
“the effective and efficient use and
There is also extensive informal consultation outside
development of the capacity available
the rail industry by means of a Wider Stakeholder
on the network, consistent with the funding
Group (WSG). The roles and members of both the
that is, or is likely to become, available during
SMG and WSG are detailed further in Chapter 2.
the period of the route utilisation strategy
and with the licence holder’s performance The ORR guidelines require options to be appraised.
of the duty.” This is initially undertaken using the Department for
Transport’s (DfT) appraisal criteria, though bespoke
Extract from ORR Guidelines on Route Utilisation analysis may be used where shown to be necessary.
Strategies, April 2009
To support this appraisal work RUSs seek to capture
The ORR guidelines explain how Network Rail implications for all industry parties and wider
should consider the position of the railway funding societal implications in order to understand which
authorities, their statements, key outputs and any options maximise net industry and societal benefit,
options they would wish to see tested. The RUS rather than that of any individual organisation or
should address: affected group.
RUSs occupy a particular place in the planning
“• network capacity and railway service
activity for the rail industry. They use available input
performance
from processes such as the DfT’s Regional Planning
• train and station capacity including
Assessments, the Wales Rail Planning Assessments,
crowding issues
and for the period to 2014, the 2007 High Level
• the trade-offs between different uses of
Output Specification. The recommendations of
the network (eg. between different types
a RUS, and the evidence of relationships and
of passenger and freight services)
dependencies revealed in the work to reach them,
• rolling stock issues including deployment,
in turn form an input to decisions made by industry
train capacity and capability, depot and
funders and suppliers on issues such as franchise
stabling facilities
specifications and investment plans.
• how maintenance and renewals work can
be carried out while minimising disruption Network Rail will take account of the recommendations
to the network from RUSs when carrying out its activities. In particular
• opportunities from using new technology they will be used to help inform the allocation of
• opportunities to improve safety.” capacity on the network through application of the
normal Network Code processes.
Extract from ORR Guidelines on Route Utilisation
The ORR will also take account of established
Strategies, April 2009
RUSs and those in preparation when exercising
its functions.
1 The definition of network in Condition 1 of Network Rail’s network licence includes, where the licence holder has any estate or interest
in, or right over a station or light maintenance depot, such station or light maintenance depot.
10