WM Rail Vision Autumn 2014
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Framework Capacity Statement
Framework Capacity Statement Network Rail December 2016 Network Rail Framework Capacity Statement December 2016 1 Contents 1. Purpose 1.1 Purpose 4 2. National overview 2.1 Infrastructure covered by this statement 6 2.2 Framework agreements in Great Britain 7 2.3 Capacity allocation in Great Britain 9 2.4 National capacity overview – who operates where 10 2.5 National capacity overview – who operates when 16 3. Network Rail’s Routes 3.1 Anglia Route 19 3.2 London North East & East Midlands Route 20 3.3 London North Western Route 22 3.4 Scotland Route 24 3.5 South East Route 25 3.6 Wales Routes 27 3.7 Wessex Route 28 3.8 Western Route 29 4. Sub-route and cross-route data 4.1 Strategic Routes / Strategic Route Sections 31 4.2 Constant Traffic Sections 36 Annex: consultation on alternative approaches A.1 Questions of interpretation of the requirement 39 A.2 Potential solutions 40 A.3 Questions for stakeholders 40 Network Rail Framework Capacity Statement December 2016 2 1. Purpose Network Rail Framework Capacity Statement December 2016 3 1.1 Purpose the form in which data may be presented. The contracts containing the access rights are publicly available elsewhere, and links are provided in This statement is published alongside Network Rail’s Network Statement section 2.2. However, the way in which the rights are described when in order to meet the requirements of European Commission Implementing combined on the geography of the railway network, and over time, to meet Regulation (EU) 2016/545 of 7 April 2016 on procedures and criteria the requirements of the regulation, is open to some interpretation. -
Midland Lodge, Sutton Park
MIDLAND LODGE, SUTTON PARK A history of the building with details of its architecture, its association with two well-known tenants and the establishment of Sutton Coldfield’s Vesey Club in 1888. Roy Billingham Midland Lodge is a residential property situated within Sutton Park, designed by William Jenkins, a Birmingham architect, and built in 1880 for the Warden and Society of Sutton Coldfield. Following the Town’s incorporation in 1886, ownership passed to the new Corporation of Sutton Coldfield, and to Birmingham City Council in 1974 after Government reorganisation of local authority boundaries. The site of Midland Lodge (O.S. Grid Ref. SP 1121 9715) is adjacent to the Midland Gate entrance to Sutton Park at the western end of Midland Road which was constructed as a private road by the Midland Railway Company in 1879 to provide direct access for train passengers to and from the Park for their Sutton Park railway station. “New Lodge”, as the cottage was originally called, had several tenants prior to 1886 when Benjamin Stone, Sutton Coldfield’s first Mayor, took over the tenancy in order to meet the necessary residential qualifications to become a burgess of the Town. During his four years as Mayor, 1886-90, the lodge was known as “The Mayor’s Cottage” which he treated as his pied- à-terre, his own home being in Grange Lane, Erdington. After Stone terminated his tenancy in 1891 the cottage was referred to ever afterwards as “Midland Lodge”. Fig. 1(a) – Midland Lodge in c. 1910 Fig. 1(b) – Midland Lodge in February, 2014 Photograph by Benjamin Stone [Ref. -
West Midlands & Chilterns Route Study Technical Appendices
Long Term Planning Process West Midlands & Chilterns Route Study Technical Appendices August 2017 Contents August 2017 Network Rail – West Midlands & Chilterns Route Study Technical Appendices 02 Technical Appendices 03 A1 - Midlands Rail Hub: Central Birmingham 04 elements A2 - Midlands Rail Hub: Birmingham to 11 Nottingham/Leicester elements A3 - Midlands Rail Hub: Birmingham to 17 Worcester/Hereford via Bromsgrove elements A4 - Chiltern Route 24 A5 - Birmingham to Leamington Spa via 27 Coventry A6 - Passenger capacity at stations 30 A7 - Business Case analysis 50 Technical Appendicies August 2017 Network Rail – West Midlands & Chilterns Route Study Technical Appendices 03 Introduction to Technical Appendices Cost estimation These Technical Appendices provide the technical evidence to Cost estimates have been prepared for interventions or packages of support the conclusions and choices for funders presented in the interventions proposed in the Route Study. The estimates are based main Route Study document. The areas of technical analysis on the pre-GRIP data available, concept drawings and high level outlined in these appendices are capability analysis, concept specification of the intervention scope. To reflect the level of development (at pre-GRIP level), cost estimation, business case information available to support the estimate production, a analysis and passenger capacity analysis at stations. contingency sum of 60% has been added. The estimates do not include inflation. Indicative cost ranges have been provided based The appendices are presented by geographical area with the on this assessment. exception of the business case analysis and passenger capacity analysis. Business case analysis The areas of technical analysis are summarised below. Business case analysis has been undertaken to demonstrate to funders whether a potential investment option is affordable and Capability Analysis offers value for money. -
Delivering a Rail Revolution for Communities
Delivering a Rail Revolution for Communities Malcolm Holmes, Executive Director West Midlands Rail Executive is a movement for change, driving a revolution in rail services for West Midlanders • Increasing local influence over our rail network through: • A strong role in the specification and procurement of the 2017 West Midlands franchise • Leading the local management of the franchise • A role in specification of other franchises that operate in the region • A fully devolved West Midlands rail franchise WMRE Strategic Focus Single Network Vision West Midlands Rail Investment Strategy West Midlands West Midlands Rail Franchising Rail Programme Stations Alliance & Partnerships WMRE Strategic Focus Single Network Vision West Midlands Rail Investment Strategy West Midlands West Midlands Rail Franchising Rail Programme Stations Alliance & Partnerships Franchises in WMRE Area Crewe Stoke-on-Trent West Midlands Franchise - WMSBU West Midlands Franchise - WCSBU Derby Cross Country Nottingham Stafford Chiltern Railways Rugeley Trent Valley Wales & Borders (Arriva Trains Wales) Burton-on- Rugeley Town Trent Inter City West Coast (Virgin Trains) Cannock Lichfield Trent Lichfield City Valley Great Western (First Great Western) East Midlands Walsall Tamworth Shrewsbury Sutton Coldfield Tame Bridge Pky Wolverhampton Nuneaton Birmingham Aston Snow Hill Hinckley Leicester Telford Telford Central Smethwick Galton Bridge New St Rowley Regis Birmingham International Cradley Heath Birmingham Moor St University Coventry Rugby Stourbridge Solihull Long Buckby -
Rail Business Report PDF 3 MB
Transport Delivery Committee Date 06 January 2020 Report title Rail Business Report Accountable Director Malcolm Holmes, Director of Rail, Transport for West Midlands Email [email protected] Tel 0121 214 7058 Accountable Tom Painter, Head of Rail Franchising and Employee Partnerships, West Midlands Rail Executive Email [email protected] Tel: 07432104161 Report has been Councillor Roger Lawrence – Lead Member Rail and considered by Metro Recommendation(s) for action or decision: The Transport Delivery Committee is recommended to: Note the content of the report 1.0 Purpose To provide an update relating to the performance, operation and delivery of rail services in the West Midlands including on rail operator partnership agreements and West Midlands Rail Executive (WMRE) activity. 2.0 Section A – Background 2.1 Transport for West Midlands (TfWM) and WMRE currently work to influence the management and delivery of rail services and projects. Page 1 of 9 [PUBLIC] 2.2 This report provides a summary of rail activity in the TfWM and wider WMRE areas between September and December 2019. 3.0 Section B – Williams Rail Review, West Coast Franchise and HS2 Williams Rail Review 3.1 Publication of the William’s Review has now been delayed until after the election. West Coast Franchise 3.2 The new (FirstGroup / FS Trenitalia) Avanti West Coast company replaced Virgin Trains as the operator of the West Coast franchise from Sunday 8th December. 3.3 The West Coast Partnership franchise connects important West Midlands centres such as Rugby, Coventry, Birmingham Airport/NEC, Birmingham, Sandwell & Dudley, Wolverhampton and Stafford with London, the North West and Scotland. -
WMRE Rail Emissions Strategy
WMRE Rail Emissions Strategy Peter Sargant, Head of Rail Development January 2021 1 | National Strategic Context • RSSB Air Quality Strategic Framework • June 2020 • DfT Decarbonising Transport - March 2020 • Net zero Transport Emissions by 2050 • Transport Decarbonisation Plan to be published Spring 2021 Traction Decarbonisation Network Strategy (TDNS) • Published by Network Rail Autumn 2020 • Outlines long-term proposed outcome for Traction Power on network to eliminate diesel trains • Proposes significant expansion of electrification supplemented by battery and hydrogen • Provides a high-level business case for meeting the 2050 net-zero target • A more detailed Programme Business Case will be published soon – this will show proposed phasing of electrification Traction Power Options • Battery • Limited range • Good solution for extending services short distances “beyond the wires” • Test trains under development • Electric • Optimal solution for traction power • Mature technology • Infrastructure is very expensive • Hydrogen • Reasonable range potential • Practical challenges over hydrogen production, storage and use • Low efficiency, poor energy density • Test trains under development Most WM Routes Proposed for Electrification Diesel/Electric Train Operation in Birmingham Total Trains per off- Based on December 2019 Timetable peak hour Diesel Electric Birmingham New St 48 18 38% 30 63% Birmingham Moor St 15.5 15.5 100% 0 0% Total 63.5 33.5 53% 30 47% • Chase Line electrified in 2019 – Birmingham to Rugeley services converted to electric -
Freight Transport
House of Commons Transport Committee Freight Transport Eighth Report of Session 2007–08 Report, together with formal minutes, oral and written evidence Ordered by The House of Commons to be printed 9 July 2008 HC 249 Published on 19 July 2008 by authority of the House of Commons London: The Stationery Office Limited £24.50 The Transport Committee The Transport Committee is appointed by the House of Commons to examine the expenditure, administration and policy of the Department for Transport and its associated public bodies. Current membership Mrs Louise Ellman MP (Labour/Co-operative, Liverpool Riverside) (Chairman) Mr David Clelland MP (Labour, Tyne Bridge) Clive Efford MP (Labour, Eltham) Mr Philip Hollobone MP (Conservative, Kettering) Mr John Leech MP (Liberal Democrat, Manchester, Withington) Mr Eric Martlew MP (Labour, Carlisle) Mr Lee Scott MP (Conservative, Ilford North) David Simpson MP (Democratic Unionist, Upper Bann) Mr Graham Stringer MP (Labour, Manchester Blackley) Mr David Wilshire MP (Conservative, Spelthorne) Mrs Gwyneth Dunwoody MP (Labour, Crewe and Nantwich) was also a member of the Committee during the period covered by this report. Powers The Committee is one of the departmental select committees, the powers of which are set out in House of Commons Standing Orders, principally in SO No 152. These are available on the Internet via www.parliament.uk. Publications The Reports and evidence of the Committee are published by The Stationery Office by Order of the House. All publications of the Committee (including press notices) are on the Internet at www.parliament.uk/transcom. Committee staff The current staff of the Committee are Tom Healey (Clerk), Annette Toft (Second Clerk), David Davies (Committee Specialist), Tim Steer (Committee Specialist), Alison Mara (Committee Assistant), Ronnie Jefferson (Secretary), Gaby Henderson (Senior Office Clerk) and Laura Kibby (Media Officer). -
West Midlands and Chilterns Route Utilisation Strategy Draft for Consultation Contents 3 Foreword 4 Executive Summary 9 1
November 2010 West Midlands and Chilterns Route Utilisation Strategy Draft for Consultation Contents 3 Foreword 4 Executive summary 9 1. Background 11 2. Dimensions 20 3. Current capacity, demand, and delivery 59 4. Planned changes to infrastructure and services 72 5. Planning context and future demand 90 6. Gaps and options 149 7. Emerging strategy and longer-term vision 156 8. Stakeholder consultation 157 Appendix A 172 Appendix B 178 Glossary Foreword Regional economies rely on investment in transport infrastructure to sustain economic growth. With the nation’s finances severely constrained, between Birmingham and London Marylebone, as any future investment in transport infrastructure well as new journey opportunities between Oxford will have to demonstrate that it can deliver real and London. benefits for the economy, people’s quality of life, This RUS predicts that overall passenger demand in and the environment. the region will increase by 32 per cent over the next 10 This draft Route Utilisation Strategy (RUS) sets years. While Network Rail’s Delivery Plan for Control out the priorities for rail investment in the West Period 4 will accommodate much of this demand up Midlands area and the Chiltern route between to 2019, this RUS does identify gaps and recommends Birmingham and London Marylebone for the next measures to address these. 30 years. We believe that the options recommended Where the RUS has identified requirements for can meet the increased demand forecast by this interventions to be made, it seeks to do so by making RUS for both passenger and freight markets and the most efficient use of capacity. -
LNW Route Specification 2017
Delivering a better railway for a better Britain Route Specifications 2017 London North Western London North Western July 2017 Network Rail – Route Specifications: London North Western 02 SRS H.44 Roses Line and Branches (including Preston 85 Route H: Cross-Pennine, Yorkshire & Humber and - Ormskirk and Blackburn - Hellifield North West (North West section) SRS H.45 Chester/Ellesmere Port - Warrington Bank Quay 89 SRS H.05 North Transpennine: Leeds - Guide Bridge 4 SRS H.46 Blackpool South Branch 92 SRS H.10 Manchester Victoria - Mirfield (via Rochdale)/ 8 SRS H.98/H.99 Freight Trunk/Other Freight Routes 95 SRS N.07 Weaver Junction to Liverpool South Parkway 196 Stalybridge Route M: West Midlands and Chilterns SRS N.08 Norton Bridge/Colwich Junction to Cheadle 199 SRS H.17 South Transpennine: Dore - Hazel Grove 12 Hulme Route Map 106 SRS H.22 Manchester Piccadilly - Crewe 16 SRS N.09 Crewe to Kidsgrove 204 M1 and M12 London Marylebone to Birmingham Snow Hill 107 SRS H.23 Manchester Piccadilly - Deansgate 19 SRS N.10 Watford Junction to St Albans Abbey 207 M2, M3 and M4 Aylesbury lines 111 SRS H.24 Deansgate - Liverpool South Parkway 22 SRS N.11 Euston to Watford Junction (DC Lines) 210 M5 Rugby to Birmingham New Street 115 SRS H.25 Liverpool Lime Street - Liverpool South Parkway 25 SRS N.12 Bletchley to Bedford 214 M6 and M7 Stafford and Wolverhampton 119 SRS H.26 North Transpennine: Manchester Piccadilly - 28 SRS N.13 Crewe to Chester 218 M8, M9, M19 and M21 Cross City Souh lines 123 Guide Bridge SRS N.99 Freight lines 221 M10 ad M22 -
Electrification October 2009 Foreword
Network RUS Electrification October 2009 2 Foreword I am pleased to present this Electrification Electrification has a potentially significant role Strategy, which forms part of the Network Route to play in reducing carbon emissions from rail Utilisation Strategy (RUS). The Network RUS transport as well as improving air quality and looks at issues affecting the whole network reducing noise. Electric trains, on average, rather than in specific geographical areas. emit 20 to 30 percent less carbon than diesel trains, and their superior performance in Approximately 40 percent of the network in terms of braking and accelerating can help terms of track miles is currently electrified, reduce journey times. In addition, they provide though several main lines, much of the cross- more seats for passengers, making a greater country network, as well as key freight links contribution to increasing the overall capacity of and diversionary routes remain un-electrified. the railway. Passengers and freight operators This document therefore sets out a potential would also both benefit from an improved longer-term strategic approach to further service in other ways, such as through the electrification of the network. creation of more diversionary routes. Electrification presents a huge opportunity for In England and Wales, two options in particular the industry, for those who use the railway and – the Great Western and Midland Main Lines for the country as a whole. Our analysis shows – are shown to have high benefit to cost ratios. the long-term benefits of electrifying key parts These options, along with key strategic infill of the network, in terms of both reducing its schemes, are both presented in the proposed ongoing cost to the country and improving its strategy. -
E-W Rail Position Paper
RAIL FREIGHT GROUP (RFG) East-West Rail Position Paper 18 July 2017 RAIL FREIGHT GROUP (RFG) EXECUTIVE SUMMARY The reopening of East West Rail link will play a vital role in supporting economic development of the Oxford-Cambridge corridor, including new housing and infrastructure. Rail freight has a significant role to play in supporting and servicing that development, in supply of construction materials and in facilitating efficient logistics for consumer goods. Estimates suggest that some 85,000+ homes are planned in the corridor over the next twenty years. As each freight train can move the equivalent of 30 houses worth of building materials, and keep up to 75 lorries off the roads, it is clear that encouraging rail freight must be a key imperative. To demonstrate the potential of the route, we have produced a position paper outlining where rail freight is already successfully operating, and where the reopened route offers opportunities for growth. Yet this cannot happen unless rail freight is planned from the outset, particularly given that new and different approaches to funding, construction and operation are being considered. We therefore urge Government to ensure that rail freight is a key part of the development of this route. EAST - WEST RAIL: FREIGHT POTENTIAL 1. Route and Infrastructure capability This study has assumed the route of East- West Rail (E-WR) phase one to be Oxford North Junc. – Bicester Gavray Junc. - Claydon LNE junc. – Bletchley Flyover Junc. – Bedford St. Johns – Bedford Midland. The route of Phase Two is, at present, unclear but will link the Phase One route at Bedford to Cambridge, with a link on to the ECML in the St. -
The Great British Transport Competition 2 Foreword
THE GREAT BRITISH TRANSPORT COMPETITION 2 FOREWORD The case for scrapping High Speed 2 (HS2) gets stronger by the day. Increasingly, people from across the political spectrum are waking up to the fundamental issues which have plagued this project. Whether it be the spiralling costs, environmental damage, consistent mismanagement or overwhelming unpopularity of the project, the tide is turning against HS2. With the latest evidence suggesting that costs could almost double, taxpayers are demanding more for their money. Even on current estimates, scrapping HS2 would free up at least £50 billion to improve transport links up and down the country. But were this to happen, what should replace it? With this question in mind, we joined the TaxPayers’ Alliance in launching The Great British Transport Competition in September 2018, to find popular alternatives to HS2. We asked all interested parties from across the United Kingdom to submit ideas for transport infrastructure projects. As the judges for this competition - including qualified surveyors, engineers, accountants, politicians and transport industry experts - we have been lucky to receive and assess so many fantastic entries from all around the country. The judging process began in early January and was concluded by early March. After many hours of detailed deliberation and discussion, 28 winning entries were chosen and the sum total of their construction costs came to £45.1 billion. We were incredibly impressed by the high standard and variety of the entries we received. What particularly stood out was that many of the entries required only relatively small sums of money to achieve vast benefits for local communities.