Route Plans 2010 Route Plan M & Chilterns

Moving ahead Planning tomorrow’s railways

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

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 to build a bigger, better railway for passengers, freight and the whole of Britain. Route Plan M West Midlands & Chilterns Route Plan M West Midlands & Chilterns Route I Wichnor Jn

Route N Route N Lichfield High Level Goods Loop Jn 98 L STAFFORD RUGELEY TRENT VALLEY RUGELEY Lichfield POWER STATION Trent Rugeley North Jn Trent Valley 99 Valley Jn No. 1 Jn LICHFIELD TRENT VALLEY Route L RUGELEY TOWN SHREWSBURY 18 P G Donnington Hednesford Disused Trackbed Lichfield City Severn Intermodal P TAMWORTH Terminal Bridge Jn P R D Cannock Anglesea Sidings Shenstone 10 99 TELFORD (Network Changed Out of Use) Wilnecote Wellington 99 CENTRAL Penkridge Blake Street Birch Landywood Coppice 07 Oakengates Madeley Jn Butlers Lane Kingsbury English Bloxwich North 17 Kingsbury Jn Oil Terminal Bridge Jn Shifnal M Four Oaks Kingsbury EMR 99 AA Bloxwich N 99 AV Cosford 20 IRONBRIDGE O POWER Albrighton Bushbury HAMS STATION Jn Water HALL Daw Mill Wylde Green EURO Codsall Ryecroft Jn Orton TERMINAL 99 colliery AU AO D Park Lane Jn Abbey Bilbrook B Chester Road Jns Whitacre Jn Foregate G L Jns Jn AC Oxley Jn 13 Jn Abbey Jn Route I Pleck Bescot O Water Coleshill M 22 AL North Jn Jn Newton Castle Bromwich Jaguar NUNEATON W Portobello Jn Bescot F Parkway Jn Stadium Jn Hamstead Orton AI G WOLVERHAMPTON C J L Crane Street Jn Wolverhampton Darlaston Tame Perry Barr Jns 99 Steel Terminal Bescot Witton ASTON Jn Yard Bridge Parkway Jns Coseley 99 H Route N Jewellery 99 The Hawthorns Quarter 13 Murco Tipton Duddeston Petroleum Handsworth Sidings Lawley Street EMR SMETHWICK Sidings B 99 AH Port A AE Freightliner North Jn 24 Terminal GALTON Smethwick Soho Landor Street F BRIDGE AO 06 Rolfe Street Jns 1 SNOW HILL 99 Jn Stechford A Y Mothballed Galton Jn C Proof Grand Railway H AS BIRMINGHAM House Adderley Park & Dudley Smethwick Jn Jn St Andrews NEW STREET Jn Jn Langley Green Route N Marston Green 14 E AF 23 Round Oak Rowley Regis AG D Steel Terminal Five Ways BIRMINGHAM BIRMINGHAM 05 Pensnett (Closed) Old Hill AM MOOR STREET INTERNATIONAL 99 Bordesley Pro Logis 99 Bordesley Park Cradley Heath University Jns Hampton-in-Arden TOWN 25 Lye 08 99 Berkswell 21 Bordesley STVA AW K STOURBRIDGE Stourbridge O TYSELEY V North Jn and Aggregates Tile Hill JUNCTION Tyseley South Jn Route L Canley P Bourneville Spring Road North Jn RUGBY Olton AO W C COVENTRY Long Buckby Hagley NORTHAMPTON Lifford Solihull Coventry South Jn AL Trent Valley Jn Route N Jns Fenny Stratford Flyover Jn D Widney Manor Denbigh Hall South. Jn Kings 12 Kings AI Bletchley Jn Norton Norton Jns Dorridge O Shirley E BLETCHLEY 98 Blakedown C Lapworth P non operational Northfield O Whitlocks End 16 Flyover Jn Hatton Jns Hatton Z LEIGHTON BUZZARD Kidderminster Plant 99 Jn AR Jn Claydon L.N.E. Jn P N network changed Longbridge Wythall Warwick KIDDERMINSTER out-of-use I S LEAMINGTON P 98 Parkway P Barnt Green AW Earlswood AD Banbury SPA Route N Severn Valley 16 16 Barnt Green Jn 11 Calvert Railway The Lakes Aylesbury Vale Parkway Hartlebury K 09 Kings Sutton 99 Waste Facility F P 2 Aynho Jn AYLESBURY Bromsgrove Alvechurch Wood End I Bicester North Stoke Mandeville AM U 19 Heyford J Danzey 04 03 Wendover P 15 Tackley Haddenham & O Stoke Henley-in-Arden Thame Little Kimble Great Missenden REDDITCH T DROITWICH SPA Works Wolvercot Jn Parkway R Jn Bearley Jn BICESTER AMERSHAM TOWN Monks Risborough WORCESTER FOREGATE STREET Oxford Chalfont & Latimer AI C North Jn Chinnor & Princes K Worcester Risborough Railway PRINCES P Henwick Tunnel Jn STRATFORD-UPON-AVON RISBOROUGH Chorleywood Jn Shrub Hill Jn WATFORD I Saunderton Route J Rickmansworth O Worcester Norton OXFORD AB High Wycombe 01 Jn Great Shrub Hill Route K Q Beaconsfield London Underground Ledbury Colwall Malvern Route J Infrastructure Key Seer Green Moor Park Malvern Link Primary P Gerrards Cross Shelwick Jn Secondary HARROW-ON-THE-HILL 02 Rural Denham Golf Club Denham Northolt Waste Neasden HEREFORD K O P London & SE Commuter TransferTerminal Sudbury & South Freight only West Ruislip 99 Harrow Road Jn Route E Freight Closed South Ruislip Northolt Sudbury Wembley AP The line shading indicates Northolt Jn Park Hill Stadium strategic route sections Harrow which are numbered on the map I Route L S LONDON MARYLEBONE Key to route diagrams

99 13 KEY Junction Station name Station Station STATION Station name name name name 02 Junction KEY STATION Junction name A A B name 1 10 04 01

KEY STATION KEY STATION

Capacity and operational constraints Track descriptions A Location: capacity or operational constraint The colour of the line denotes the route classification Issues on the route 1 Primary Location: issue on the route London and South East commuter Secondary Key planned projects A Rural Location: planned project on the route Freight only

Strategic route sections 01 The line shading indicates strategic route sections Listed in the appendix of the route plan which are numbered on the map

The width of the line denotes the number of tracks Other symbols Multiple track Key station location Double track KEY STATION Key station on this route Single track KEY STATION Key station on another route Other station location Other lines are shown as follows: Station name Other station on this route Line on other route Junction name Junction / other landmark Non Network Rail infrastructure Non operational line 5

Section 1: Today’s railway Today’s route The route is bounded to the east and north by the Route context WCML, the west by Shrewsbury and Hereford and The route consists of the West Midlands area and the south and west by Oxford, Worcester and the from Birmingham to London Buckinghamshire. The principal elements of the Marylebone. The route covers a large area and West Midlands and Chilterns route are described comprises a number of key corridors within the below, with the relevant Strategic Route Section national rail network. It also encompasses the wider shown in brackets: West Midlands region including , Coventry, Wolverhampton, Walsall, Worcester, • WCML, including the Birmingham loop (Rugby – Solihull and Telford & Wrekin Council areas. The Coventry – Birmingham New Street – Chilterns line passes through Oxfordshire, Wolverhampton, rejoining the WCML at Stafford) Northamptonshire, Buckinghamshire and Greater (M.05, M.06, M.07, M.11) and the Stechford to London. Bushbury Junction line (M.13) (the Grand Junction which provides vital diversionary The West Midlands area acts as a hub at the centre capability for both the WCML Trent Valley route of the national rail network, with intercity, inter-urban and the Birmingham loop); and suburban rail services all passing through the • intercity and interurban routes, which include the three central Birmingham stations. Birmingham radial routes from Birmingham to Cheltenham New Street station is a primary interchange station (M.15), Derby (M.10), Oxford (M.11), Leicester for many destinations across the network, with the (M.22) and Worcester/Hereford (M.09), plus the majority of local services supported by the route from Wolverhampton to Shrewsbury (M.20); Integrated Transport Authority (Centro). • West Midlands local routes, which form two main networks, centred on Birmingham’s New Street The Chiltern line serves the long distance and and Snow Hill stations (M.08, M.12, M.14, M.16, commuter passenger markets, running half-hourly M.17, M.18, M.19, M.23 and M.25); services from London Marylebone to both • London Marylebone to Birmingham Snow Hill via Birmingham Moor Street and Snow Hill. Services Princes Risborough and Bicester North (M.01) from Marylebone diverge at Neasden South • London Marylebone to Aylesbury Vale Parkway Junction to Banbury and to Aylesbury. The Chiltern via Amersham (M.02, M.03 and M.99), where the line is also used as a strategic diversionary route for passenger service currently terminates, and then the WCML, with the route accommodating both on to Claydon LNE Junction. This branch runs passenger and freight services during West Coast parallel to the LUL Metropolitan and Jubilee Lines blockades. as far as Amersham (terminus) • a single line branch links Princes Risborough and There are a significant number of freight terminals Aylesbury (M.04) dotted around the West Midlands area e.g. • freight routes, including heavily used through Donnington, Kingsbury, Lawley Street and Calvert. routes carrying long distance traffic (e.g. Sutton The route is vital for many long distance freight Park Line, St. Andrews Junction to Landor Street) flows, including traffic to and from the WCML and and a number of branch lines serving private along the Thames Valley corridor, (via Oxford) sidings and terminals on the route (e.g. Prologis which forms part of the strategic freight route for Park (Coventry), Hams Hall, Birch Coppice, container traffic from Southampton which joins the Round Oak) (M.24, M.99 and M.98). There are WCML in the West Midlands. There are significant also two freight branches from Bicester Town to coal, steel and automotive flows, which are Claydon LNE Junction and Aylesbury to Claydon predominately aligned on the axis from Bristol and LNE Junction. Gloucester towards Derby and the North Midlands. • The route between Claydon LNE Junction and Bletchley is currently out of use 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.

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Current passenger and freight demand Freight Passenger Due to the current economic climate some The most recent, comprehensive analysis of commodities of freight traffic have declined during passenger demand is for the West Midlands and the last 12 months. However, in general, freight Chilterns RUS. The RUS baseline information demand in the West Midlands and across the route identified that, between 1996 and 2006, passenger remains steady. There are significant flows to local demand on this route has increased significantly. terminals and marshalling yards within the West Midlands, and a substantial volume of freight traffic Within the West Midlands area, the highest also traverses the route to and from locations interurban and intercity passenger flows are outside of the region. between Birmingham and London, Leicester, Derby, Manchester and Nottingham. During There has been an increase in freight traffic using 2006/07, 54 million local trips were made to/from the route on certain weekends in connection with the RUS area, with the busiest commuter corridors Metronet renewals work on the London identified as Coventry, Wolverhampton, Stourbridge Underground. This traffic hauled by First GBRf, and Cross City. The highest footfall stations on the gains access to the LUL network via either route are Birmingham New Street, Wolverhampton, Harrow-on-the-Hill or Amersham and normally Coventry, Birmingham Snow Hill and Birmingham consists of up to eight trains to and from the LUL International. network each weekend. This infrastructure supply contract is expected to continue during 2010. It is recognised that improved service frequency levels, expansion of retail and leisure in Birmingham Intermodal – There is still a high demand for city centre, and road congestion are the major intermodal freight transport in the West Midlands contributors to the increased levels of passenger area, and there was an increase in services to growth. Furthermore, the December 2008 timetable Hams Hall, Birch Coppice and Daventry in 2009. A structure has increased the number of passengers further increase is expected to be stimulated by the interchanging at Birmingham New Street. gauge clearance schemes across the route and the new terminal at Donnington (near Telford). The Chiltern route to London is increasingly regarded as a viable alternative to the West Coast Waste – Domestic waste freight demand includes Main Line (WCML) despite journey times being domestic waste traffic to the landfill site at Calvert slightly longer. Traffic on the route has grown and Waste Recycling Group (WRG) continues to considerably since 1994 (particularly in the seek further business in both domestic and commuter and suburban market to London) which industrial waste. 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.

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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

Current services additional trains and altered stopping patterns, and Figure 1 shows the current level of service to with some Birmingham services extended to London and Birmingham from principal stations. Kidderminster.

Passenger CrossCountry The route supports a complex mix of freight, CrossCountry are geographically one of the most suburban, inter-urban and intercity passenger extensive operators of passenger services and services operating on many of the corridors. This is traverse many of Network Rail’s strategic routes. further complicated by the variation in the stopping Their services cover around 1500 route miles and patterns of the services and the differing rolling call at over 100 stations. They operate key long stock types used. Several of the rail corridors into distance services between Plymouth and Birmingham and Marylebone are operating at or Edinburgh, Cardiff and Nottingham, Birmingham close to capacity in the peak hours. This is and Stansted airport, and Manchester and particularly highlighted following implementation of Bournemouth. Recent surveys indicate that around the December 2008 timetable where there have 45 percent of CrossCountry passengers been significant increases in frequency. interchange with other operators’ services, with Birmingham New Street accounting for about 20 The passenger operators across this route are: percent of this figure. , , CrossCountry, First Great Western, LUL, London First Great Western Midland, and Wrexham, Shropshire First Great Western (FGW) operate a mix of and Marylebone Railway Company. services on the periphery of the route. They provide a long-distance service between Hereford and Arriva Trains Wales London Paddington via Worcester and infrequent Arriva Trains Wales are the principal operator within local services between Banbury and Oxford. Wales, with services reaching to the West Midlands and Birmingham International station via LUL (London Underground Ltd) Shrewsbury. These services provide vital links to LUL run tube services on the Metropolitan line from other popular destinations including Chester and the City through Harrow-on-the-Hill to Amersham destinations on the Cambrian coast. and Chesham. Much of the line is shared with the main line railway service which runs from Chiltern Railways Marylebone to Aylesbury Vale. Chiltern Railways operates passenger services between London Marylebone and Birmingham Snow Hill, via the Chilterns line, Leamington Spa, London Midland is the principal operator of inter- Warwick Parkway, Dorridge and Solihull. Some urban and suburban services across the West trains continue beyond Snow Hill to Stourbridge Midlands, providing the core service for local Junction or Kidderminster. Chiltern Railways also commuter and leisure travel on a number of rail operate passenger services between Leamington corridors. London Midland operates around 800 Spa and Stratford-upon-Avon and from London services per weekday on this route, serving over Marylebone to Aylesbury via Amersham. The basic 120 stations. Following the December 2008 pattern of services is enhanced at peak times, with timetable changes, London Midland interurban

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Figure 2 Tonnage

services increased along the Coventry corridor, Freight services strengthening service frequency between Freight operators on the route include DB Birmingham New Street and Northampton. London Schenker, First GBRf, Freightliner Limited, Midland also operate a half-hourly Birmingham to Freightliner Heavy Haul Limited, DRS, Fastline Liverpool Lime Street service. Freight and Colas Rail. Virgin Trains Key flows include metals traffic operating North East Virgin Trains operates the core intercity passenger to South West/South Wales flows to terminals services between London Euston and the West around the route (e.g. Handsworth, Round Oak, Midlands, offering three trains per hour on weekday Kingsbury, Wolverhampton Steel terminal). services between Euston to the West Midlands (two Automotive flows operate to Bescot and Castle to Birmingham; one to Wolverhampton). Bromwich, with petroleum operating to Kingsbury and Bedworth. Aggregates operate to terminals at Wrexham Shropshire and Marylebone Walsall, Bordesley and Banbury, with some services Railway Company (WSMR) to Neasden from Croft Quarry in Leicestershire. WSMR commenced services between the Welsh Borders region and London Marylebone in spring Container and intermodal traffic is handled at 2008. They currently operate four daily limited stop Lawley Street, situated close to the city centre, Hams services Monday to Saturday between Wrexham Hall, Birch Coppice and Daventry. Flows include General and London Marylebone, and three trains deep sea containers from Southampton, Felixstowe on a Sunday. and Tilbury and to the North West/Scotland. International trains operate to the same locations via The route also supports Vintage Trains, a small the Channel Tunnel. Coal originates from Daw Mill open access operator, providing scheduled summer Colliery while the power stations at Ironbridge and steam services between Birmingham Snow Hill and Rugeley are served by longer distance coal flows Stratford-upon-Avon. from the ports and loading facilities in Scotland, Liverpool, Bristol and the East Coast. Figure 2 shows the total annual tonnage levels on the route. Loaded domestic waste services run to the Calvert disposal site from Cricklewood, Dagenham, Bristol Traffic volumes are summarised in Figure 3. 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

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Schenker, conveying industrial spoil from can be found on the Network Rail website and Willesden’s ‘Powerday’ complex for landfill. details of Network Changes established can be found on the Network Rail website. Current Current infrastructure capability capability is shown in the Network Rail Sectional The following maps provide an indication of the Appendix. 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

Figure 4 Line speed

Figure 5 Electrification

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Figure 6 Route availability

Figure 7 Gauge

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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 80+ 5 minutes Leamington Spa 70-80 4 minutes Stratford-upon-Avon line 60 6 and 9 minutes Cannock Line 80 AB – various

Current capacity The London evening peak generally starts later than Figure 8 shows the Capacity Utilisation Index (2006 the West Midlands and is more evenly spread, data) for the busiest sixty minute period between commencing at 18:00 hours and continuing till 0600 – 0900 hours and timetabling headways along 20:00 hours. This suggests that people are working the principal corridors of the route. far later in the capital. Passenger capacity The ‘Evergreen Phase 2’ project, completed in 2006 Peak rail travel into the West Midlands core is delivered significant capacity improvements, which characterised by a significant morning peak hour allowed additional services from Bicester North arriving into Birmingham between 07:45 and 08:45 southwards and greater operational reliability. hours; current passenger counts indicate some Further improvements to capacity are planned in services are significantly overcrowded. During the Phase 3 of the Evergreen project. shoulders of the core peak hour, most of the radial The continued requirement to share tracks with the routes have limited capacity for additional frequent Metropolitan Line services between passenger growth. However, the existence of a Amersham and Harrow-on-the-Hill imposes shorter, more pronounced morning peak means constraints and risks to performance on Aylesbury that the ability to provide additional services by line services. ‘bouncing back’ resources is reduced, and is constrained by the lack of spare paths available. Freight capacity The increase in intermodal traffic has put further Generally the evening peak shows a better spread pressure on capacity in the West Midlands. Many of of demand, reflecting the local practice of an earlier the freight terminals and yards on the route have finish to the working day than elsewhere. Schools expanded over the past five years with some now traffic and the resurgence of late evening shopping operating at their design capacity. This increase in in the Bullring also contribute to pm peak spreading. demand has led to significant additional freight flows Many operators now experience increased levels of traversing the already busy corridors of the West demand during the evening peak on Fridays and Midlands. There are also performance issues throughout the weekend. For example relating to access to and from Kingsbury CrossCountry’s second busiest day of the week is a (particularly propelling moves), to and from Bescot Sunday. yard, especially the north end, and access to Wolverhampton Steel Terminal. The spread of am peak arrivals into London Marylebone is broadly similar to the West Midlands The lack of gauge cleared freight diversionary (between 07:45 and 08:45 hours); however, the routes and suitable loop facilities on busy corridors significant difference is in the shoulders which are further compounds freight growth expansion, the far broader, depicting a more even flow in arrivals. Chiltern corridor being one of the most critical.

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Capacity constraints critical. Birmingham New Street is one of the busiest Constrained infrastructure can affect journey times, stations on the network, where recent passenger performance and timetable development. The route growth has left the station operating very close to has several highly restrictive track and junction capacity in terms of passenger numbers. More than configurations; for example, the section between 40,000 people have been known to pass through Barnt Green and , which is the station in the busiest three peak hours, leading exacerbated by the Lickey Incline just south of Barnt to passenger congestion in key circulation areas. Green and the flat junction at Kings Norton. Further Increased city centre service frequency has also led north, the junctions at Aston restrict improvements to additional passengers using Birmingham New in passenger service frequencies and increments in Street as a key destination and interchange station. freight flows. The Birmingham to Tamworth corridor For example, it is estimated that 45 percent of has significant freight flows that serve a number of CrossCountry passengers change train nationally, terminals in the area. This mix of traffic and the with Birmingham New Street supporting around 20 access and egress to the terminals restricts percent of this figure. capacity on this section, particularly at Kingsbury. Providing efficient and safe interchange at Capacity is further constrained at the hub of the Birmingham New Street is therefore a key priority in network, in particular the approaches to CP4, and is a key output in the Birmingham Birmingham New Street and Birmingham Snow Hill. Gateway project. At present some of these corridors are controlled by older signalling technology which restricts any Birmingham Moor Street is constrained by its opportunities for additional train paths during peak narrow platform on the Leamington Spa bound times. Longer signalling headways on the periphery direction and by the continued increase in of a number of these routes reflects the continuing passenger demand during the peak hours. This existence of a number of mechanical signal boxes, physical constraint is also compounded by its close using absolute block signalling. proximity to the Bullring shopping centre. This should be eased when Evergreen Phase 3 is In addition to scheduled passenger and freight complete. services, capacity on the Chilterns line can be constrained at the weekends when used as a During CP4 a review of passenger capacity and tactical diversionary route for W9 freight traffic, passenger flows will be required at Birmingham operating under RT3973. The route could be Snow Hill station. It is recognised the current station enhanced to W9 capability permanently, if layout, at both concourse and platform level, significant work was carried out on the earthworks restricts passenger circulation and capacity. The and structures. scheme to provide an additional access to the station, via Lower Livery Street, is now complete Capacity is constrained on the Oxford to and will help this situation. Leamington Spa section, which is a key freight route from Southampton to the West Midlands (and Following investment by Chiltern Railways, most beyond) and also on the Coventry corridor and for stations along the Chiltern line have either seven or the North – South flows at Coventry. On the Stour eight car platform lengths. Valley line capacity is constrained into the Wolverhampton Steel terminal. On the North East to Car parking South West flows, freight is constrained leading to Car parking within the West Midlands area is mostly longer journey times. operated by the Integrated Transport Authority (Centro) area which is non-chargeable. Outside of The route also has a number of single line sections the ITA area, car parking is mostly chargeable and that provide further restrictions on the efficient operated by the Operators e.g. ATW at Hereford operation of the network. Amongst these are the and Chiltern Railways on the Chiltern lines. At the sections between Coventry and Leamington, Stoke larger stations, such as Wolverhampton, Works Junction to Droitwich, Princes Risborough to Birmingham International and Coventry, charges Aylesbury and between Great Malvern and also apply. The extent of demand for further car Shelwick Jn and the curves connecting the Sutton parking, and the need to address road congestion in Park line to Water Orton and Castle Bromwich. and around the larger conurbations on the route, has enhanced the case for increasing park and ride Station capacity facilities across the route. In order to meet Passenger capacity is a real issue at both Birmingham Moor Street and Birmingham New Street, of which Birmingham New Street is most

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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

demand in the Aylesbury area, the new station at Level crossings Aylesbury Vale includes park and ride facilities. This A new under bridge is now open as part of the is intended to enable passengers in the area to Owen Street level crossing project at Tipton station. avoid the need to travel into Aylesbury itself, thereby Tipton crossing was formally closed on 26th relieving congestion in the town. Virgin Trains car October 2009, which has led to increased safety park upgrades have now been completed at and improved performance. Safety mitigation works Coventry, Birmingham International and have taken place at Burton Old Road, on the Cross Wolverhampton. City north line which has meant the level crossing has been closed. As part of the Bloxwich re- Station facilities signalling, Network Planning is formally pursuing the As part of the National Stations Improvement closure of Bloxwich MCB with Walsall MBC. This Programme (NSIP), six stations on the Cannock will enable the current speed restriction to be line are being upgraded as part of a £2.1 million removed and a journey time improvement to be investment programme. London Midland, the ITA unlocked. (Centro) and Network Rail are investing £1.7m to significantly improve facilities, including the Current performance provision of new waiting shelters, seating and Figure 9 shows the current PPM for the principal CCTV. The stations benefiting are Bloxwich, train operators running along the route. Bloxwich North, Landywood, Cannock, Hednesford and Rugeley Town. A further £400,000 is being Performance is generally good across the whole of provided by London Midland, the ITA and the West Midlands area, despite the complex mix of Staffordshire County Council in partnership with the heavy freight and passenger traffic operating across Department for Transport’s ‘Access for All Small it. This complexity can present challenges for train Schemes’ programme to provide real time train regulation at key junctions and stations and can running information. The work which also includes have an impact on service resilience during help points, enhanced lighting, better signage and perturbation. The re-signalling of the Leamington new ticket machines, started in early 2010 and is corridor two years ago has increased the speed due for completion by late 2010. Access for All through the main junction at Tyseley to 60mph and improvements have also been carried out at removed a major pinch point from this part of the Kidderminster by providing a footbridge with lifts and network. PPM has significantly improved on this line a ramp to the ticket office. and is regularly in the 90’s (following resolution of initial axle counter reliability issues). London Midland’s new branding initiative is nearing its end. This has involved painting all their leased The need to accommodate the extensive mix of stations into the company’s corporate colours and traffic over the route is further compounded by the providing updated signage. amount of two track sections along some busier corridors, which leaves limited opportunities for train The Station Travel Plan initiative aims to address regulation. As a consequence, once trains lose their integrated public transport on a national basis and scheduled path, there is a tendency for them to lose reduce the environmental impact of transportation further time, and cause reactionary delay to other through promotion of ‘smarter transport choices’. services. This was considered when developing the Within this route, Kings Norton and Leamington Spa December 2008 timetable where paths have been have been selected as pilot stations and practical made robust and contingency plans are in place to steps are being taken to support walking, cycling, quickly recover any service disruption. This has public transport and car sharing opportunities. 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

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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.

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

City Peak three hours High peak hours

Assessed demand Extra demand to Maximum average load Assessed demand Extra demand to Maximum average load in 2008/09 be met by 2013/14 factor at end CP4 (%) in 2008/09 be met by 2013/14 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

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

Future demand in CP4 Southampton to WCML W10 gauge enhancement Freight demand scheme will facilitate the conveyance of these In the 2007 White Paper ‘Delivering a Sustainable containers on standard wagons which will drive Railway’, the government indicated that it is commercial demand for extra trains from the port. confident that rail freight will continue to grow This increase in loading gauge from the port of over the next 10 years and double over the next Southampton to the WCML will be via Reading, 30 years. Didcot, Oxford, Tyseley, Bordesley Junction, and St Andrews Junction to Landor Street Junction. A The Freight RUS was published in March 2007 and diversionary route will also be cleared from was established by the ORR in May 2007. A key Leamington to Nuneaton via Coventry. The input to the strategy was a set of ten year demand completion of the gauge clearance project will forecasts that were developed and agreed by the facilitate additional freight movements and is likely industry through the RUS Stakeholder Management to lead to higher levels of demand than those Group. The forecasts indicate that the majority of forecast by the Freight RUS. freight growth on the route will remain steady and certain sectors will grow. The Felixstowe to Nuneaton (F2N) TIF scheme is designed to provide W10 gauge on the The West Midlands is expected to remain at the CrossCountry route via Peterborough and heart of the traffic from the ports of Felixstowe and Leicester. The section of route with the highest Southampton to the WCML. Enhancing key routes growth is from the WCML through Water Orton to accommodate traffic, and ensuring terminal and towards the terminals in the centre of the route. The track capacity is available, will be key to the freight completion of this project will enable 9’ 6’’ high strategy in CP4 and beyond. containers to be carried to and from the ports of Felixstowe and Tilbury to the WCML, and on to the There is predicted growth in intermodal traffic from Midlands, North West and Scotland. deep sea ports, which involves the movement of goods using the larger 9’ 6’’ containers. The 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

Network Rail – 2010 Route Plan M 16

Midlands power stations will change, with greater route to the WCML, and is considered an effective demand for services from ports in the South Wales option for meeting both passenger and freight and the Bristol area. In contrast, there is predicted to demands for increased capacity. be a reduction in metal traffic between South Wales and the North East over the period to 2014/15. Passenger growth on London Midland services continues, primarily on their suburban services. It is expected that the new intermodal terminal at However, services between the West Midlands, Donnington, near Telford, will stimulate further Liverpool and are experiencing freight growth on the route between Crewe, higher levels of growth and this is expected to Shrewsbury and Wellington. The market for continue throughout CP4, primarily driven by aggregate traffic into the South East is also likely to improved service frequency and ticketing. drive the development of other freight sites near Neasden on the Chiltern main line. Other factors likely to influence growth include the runway expansion at Birmingham International There is particularly high growth predicted in Airport, which has received planning permission intermodal freight traffic using the WCML. If growth and is likely to be progressed once the economic continues, the Chilterns line can provide an environment improves. Additional destinations will alternative route for intermodal flows between the be obtainable which could lead to further growth. South and Midlands/North West as it has done The airport is also committed to 30 percent public during the West Coast upgrade work. transport modal share. Other key regional strategies (e.g. RES, RSS, DaSTs) will also be potential Passenger demand drivers of change. We expect this route will continue to see steady levels of passenger growth during CP4, as journey CP4 Delivery plan (infrastructure) times become quicker and industry performance Detailed analysis (on a train-by-train basis) indicates levels continue to improve. Past regional studies that increasing peak services will result in (e.g. Regional Planning Assessment and the SRA’s overcrowding during CP4, unless preventative West Midlands RUS) that have examined the action is taken. To meet the capacity targets changing patterns of rail passengers, have forecast specified in the HLOS, we are committed to continued growth. Analysis indicated the potential of undertaking a number of schemes which are 38,000 passengers in 2026, a 56 percent increase detailed within our CP4 Enhancement Delivery from 2004. This is broadly in line with the current Plan. In brief, these schemes include infrastructure WM&C RUS findings. interventions such as modest platform lengthening and extensions in electrification, which will support The increase in services as part of the December Train Operators introducing new rolling stock and 2008 timetable and the completion of the West longer services. Coast upgrade has had a real influence on passenger numbers, and Virgin Trains envisage CP4 Delivery plan (delivery and that demand will continue to remain steady and operation) grow until the end of their franchise in 2012. Rolling stock Train Operators delivery plans are as follows: Passenger growth is expected to continue on CrossCountry services and extensions to existing London Midland Class 172’s services are already being planned to cater for During the second half of 2010, London Midland will demand on the core routes. This will further improve begin to replace its existing Class 150 fleet operated direct connectivity from the West Midlands. on the Snow Hill lines with Class 172. This is a new CrossCountry’s strong marketing techniques in build of diesel unit, which will offer vastly improved promoting tickets and the successful launch of their passenger comfort, together with better website, is helping contribute to this steady growth. performance arising from enhanced traction capability. 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

Network Rail – 2010 Route Plan M 17

Virgin Trains Class 390 Pendolino beyond CP4, particularly for intermodal traffic which lengthening – 11 cars will grow substantially. It is therefore likely that more The DfT has committed to proceed with the routes will require W10 gauge clearance, for lengthening of the Pendolino fleet, with a further 106 example the Cannock line. In addition, new Class 390 vehicles being built. Four 11-car train terminals are expected at Mid-Cannock and sets are planned to enter service in 2011/12, and 31 Stretton, and it is anticipated that Hams Hall, Birch existing nine-car sets will each have two vehicles Coppice and Daventry terminals will require added, to create 35 11-car trains. The first of the enhancement or extension to meet this demand. new trains will arrive in 2011, with a full service planned by December 2012. Land planning Planned and pre-planned future housing Chiltern Railways Class 172s developments must be taken into account when The launch of the new Class 172 vehicles and considering future demand beyond CP4. The implementation of a revised timetable will enable proposed eco town developments planned at further service improvements, including Middle Quinton near Stratford-upon-Avon and standardised service patterns, increased capacity Weston Otmoor near Bicester have now been and improved journey times at the south end of the withdrawn but the sites specified might be allocated route. for additional housing highlighted in the Regional Spacial Strategies (RSS) for those areas. Car parking We recognise that the current shortage in car The Government is working closely with Coventry parking provision is one of the main factors City Council on a potential eco town site in the suppressing demand across the West Midlands and Coventry area and closely with Aylesbury Vale the Chiltern main line. Therefore we will continue to District Council regarding a site north of Aylesbury work closely with industry parties to improve parking Vale. Current Government plans propose the facilities and develop suitable car parking expansion completion of the first phase of ecotown planning programmes. Centro are undertaking a strategic between 2016 and 2020. park and ride study across the West Midlands region to establish where investment could be best Airports and ports allocated. Longer-term airport expansion plans need to be accounted for as well as proposals planned at other WSMR have plans underway to increase the car airports. CrossCountry are focusing on parking capacity at Cosford by 50 spaces, with the accommodating demand generated by the potential to expand further (depending on demand). expansion of Stansted Airport, which is anticipated to continue beyond 2014. Future demand beyond CP4 Demand is expected to grow into CP5 and beyond The port expansions at Felixstowe, Bathside Bay for both the passenger and freight business. The and London Gateway are forecast to continue 2007 government White Paper ‘Delivering a beyond CP4. To ensure that rail maintains its Sustainable Railway’ anticipated a doubling of competitiveness in the carriage of containers to and freight and passenger demand over the next 30 from the ports, it is imperative that key routes are years. adapted to enable trains to convey 9’6’’ containers without the need for special lower capacity wagons. West Midlands and Chilterns RUS Gauge clearance to W12 on key routes within the The development of the WM&C RUS is considering West Midlands will therefore be essential in order to the factors outlined in future demand above and will accommodate forecast growth in freight traffic. The be making recommendations for CP5. In particular it Cannock line is a key priority route for gauge will look at current and predicted growth, car park clearance due to capacity pressures on the Stour expansion and the effect of timetable recasts. The Valley line. The need to address the capacity issues RUS will also review key stations that have potential at Water Orton and Sutton Park as part of the Water to act as feeder/satellite locations to support Orton corridor resignalling will also be significant in interchange between long distance intercity and facilitating this growth. 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

Network Rail – 2010 Route Plan M 18

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 Service enhancement Infrastructure enhancement Expected output change date

2009 - 2014 Additional DMU and EMU rolling Additional rolling stock vehicles to support Increased passenger capacity stock to strengthen regional HLOS growth till the end of CP4 Additional rolling stock supports services in the peaks HLOS growth till the end of CP4.

2009 - 2014 Platform lengthening to Platforms lengthened to accommodate Increased passenger capacity by accommodate longer trains longer train formations on specific enabling stations to accommodate corridors additional rolling stock

2009 - 2014 Re-opening of terminal platforms at Two platforms brought into use Capacity, Performance and Birmingham Moor Street operational flexibility

2009 - 2018 West Midlands Resignalling Resignalling of the West Midlands area, Improved capacity and capability relocating some signalling areas in to the through increased junction speeds, new West Midlands Signalling Control line speeds and reduced headways Centre (WMSCC)

2010 - 2014 Camp Hill Chord(s) Feasibility and possible land acquisition Increase in capacity to central Connection of the Camp Hill lines for development of a north and south Birmingham stations. Improved into Moor Street Station facing chord line that connects Moor St to connectivity and new journey the Camp Hill lines opportunities.

2010 - 2014 Additional stabling location for New stabling location with Route M area Provides stabling location for the additional fleet (Duddeston area) cascade of additional vehicles

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

2009 - 2014 Development work to examine the re- New route and services creating opening of the Oxford/Aylesbury – extra capacity on the route, Bedford railway between Bicester Town including the potential operation of and Bletchley. Route to be gauge cleared new freight services between for W12/W10 for the benefit of freight eastern and western services

2009 - 2014 Line speed improvement project Shrewsbury – Wolvs Improves end to end journey time Cannock Line for operators on the route, and releases additional operational capacity on corridor

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

2010 - 2011 Evergreen Phase 3 project Planned line speed improvements Improves capacity and journey including: between Marylebone and Moor Street, times. journey time reductions, route additional loops and turnback facilities Providing an alternative route capability improvements, Bicester and a new chord line (Bicester Chord) between Oxford and London via Chord and Oxford – Aylesbury route linking the Oxford – Bletchley line to the High Wycombe. upgrade Chiltern line.

Network Rail – 2010 Route Plan M 19

Figure 13 Capacity enhancements to meet HLOS peak capacity in CP4

Description Additional Station served 0700 – 0959 0800 – 0859 vehicles involved Capacity Impact Capacity Impact West Coast intercity train lengthening (Shown under Birmingham 2,200 700 Route N) Train lengthening on Birmingham suburban 65 Birmingham 10,200 7,500 services Train lengthening on Chiltern route 12 Marylebone 1,400 1,400

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 14 Impact on HLOS peak capacity metric London Terminals and Peak three hours High peak hours regional Hubs Demand Capacity Capacity Load Demand Capacity Capacity Load end CP4 start CP4 end CP4 factor end CP4 start CP4 end CP4 factor end CP4 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%

Network Rail – 2010 Route Plan M 20

Strategic direction design capacity, which means that a new location Route utilisation strategies needs to be found. Through industry discussions Network – The Network RUS published in October the preferred location in the West Midlands area 2009, outlined the overall national strategy for has been identified as the former Duddeston wagon Electrification. Possible extensions that need to be and coach repair yard. This is a former workshop evaluated on this route could include: facility in close proximity to Birmingham New Street. This would enable it to serve the majority of the nine • Walsall to Rugeley, West Midlands radial corridors. We are undertaking • Birmingham to Nuneaton, feasibility work to determine its accommodation • Nuneaton to Coventry, capability and operational layout. • Birmingham to Bristol, • and Birmingham to Derby. Provision of an independent power supply to Oxley

depot is required in order for the maintenance West Midlands and Chilterns – The WM&C RUS activity to continue during times of isolation. This will will cover the ten year period to 2020 in detail and mean the elimination of additional moves and will consider the broader high level strategic issues improve availability of the Class 390’s. and required interventions to 2040. The output will be the rail industry’s preferred strategy for the next Chiltern Railways are introducing additional stabling two regulatory Control Periods 5 (2014-19) and 6 facilities in close proximity to Birmingham Moor (2019-2024), and its recommendations will help Street station which will increase capacity by inform the Periodic Review process undertaken by reducing the need to shunt empty coaching stock Network Rail. from other depots located in the West Midlands area. New Lines In August 2009, Network Rail published the Evergreen 3 Project Strategic Business Case for ‘New Lines’. This The third stage of Project Evergreen, is being document proposed the provision of new capacity specified to enable the full strategic potential of the through a new line itself; and the associated release Chiltern route to contribute more substantially to the of capacity on the existing WCML. The New Lines market for rail travel between both London and the Programme has demonstrated that there is a good West Midlands and London and Oxfordshire. It value for money case for New Lines. involves a suite of enhancements to provide capacity improvements, journey time reductions and Study new journey opportunities based on market analysis As a longer term strategy, the broader issue of and project capability. There are two key outputs to whether there is merit in a providing a completely the project : new railway, unconstrained by historic limitations, is being evaluated in detail by High Speed Two Ltd. • a significant reduction in journey times across the route, with the objective of achieving a 20 minute The company formed by the government in 2008 time saving between Marylebone and ‘High Speed 2’ continues to work closely with us Birmingham Moor Street, and and consider the case for high speed rail services • the expansion of the Chiltern route to more from London to the West Midlands and Scotland effectively serve the significant market for rail and will advise Ministers on the feasibility and travel in Oxfordshire, including a new station at credibility of any new lines with specific route Water Eaton Parkway. options, technical assessments, demand forecasts and financing proposals. Information on the route The project objectives will be delivered through a between London and the West Midlands will also programme which will include line speed increases include design specifications, environmental between Ruislip and Aynho Junction, revisions to assessments and delivery mechanisms. track layouts at stations to remove restrictions on speed, the construction of a new chord at Bicester The HS2 report is due to be released by the end of (Bicester Chord), and the upgrade of the Bicester – March 2010, alongside the government response. Oxford section of line for higher speed. This new route offers the opportunity for Chiltern Railways to Rolling stock and depots strategy provide an alternative service between Oxford and In order to accommodate the additional rolling stock London via High Wycombe, to compliment the (primarily the increments in electric stock) within the existing service provided by First Great Western West Midlands will require an expansion in depot between Paddington and Oxford via Reading. and stabling arrangements. The London Midland maintenance depot at Soho is currently over its

Network Rail – 2010 Route Plan M 21

Timescales – The project was committed in The West Midlands region has published a ‘Rail January 2010 with the first phase of work being Network Development Plan’, which details the complete by May 2011. This will unlock journey overall vision for rail service improvements across times improvements between Marylebone and the West Midlands geographical area. This covers Birmingham Moor Street (approx 20 minutes). The the five year period between 2009 and 2014 (and second phase of work including the Bicester Chord beyond). The Plan supports key platform and route to Oxford, is expected to be operational lengthening, new stations, station improvements, by 2013 (subject to gaining a Transport & Works future park and ride proposals, improved service Act Order - TWA). The TWA was applied for in frequency levels and new service flows. January 2010. Our wider strategic approach also indicates the Network availability/diversionary need for increased service frequencies between routes central Birmingham and other locations such as, The concept of the Seven Day Railway is important Kidderminster, Rugeley, Stratford-upon-Avon, and to the industry. A key element to the achievement of Northampton. Improved service possibilities will be this capability is through bi-directional signalling further examined in the WM&C RUS. 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.

Network Rail – 2010 Route Plan M 22

Figure 15 Tonnage growth

Future train service proposals North East, Midlands and the South Coast. The Figure 15 indicates the forecast percentage change future routeing of more services via Leeds and in tonnage to 2019. Birmingham International will further improve the Passenger services direct connectivity between key strategic centres. Coventry and Nuneaton – studies are been CrossCountry also plan to both lengthen and extend undertaken by Warwickshire County and Coventry Birmingham to Leicester services to Cambridge and City Councils (in conjunction with Centro) to assess ultimately Stansted to improve connectivity and the relative benefits of increasing the frequency of relieve crowding. It is also a CrossCountry heavy rail services on this corridor. aspiration to operate a 24-hour service between Birmingham New Street and Stansted to further Around the central Birmingham area, the increase meet the patterns of flight departure and arrival in passenger capacity on the Snow Hill lines will be times. primarily achieved through longer services and timetable modification. The launch of London ATW have an aspiration to provide service Midland’s new Class 172s on the Snow Hill lines in improvements between Aberystwyth, the West 2010 will also enable journey time and performance Midlands and a new service to London Marylebone. improvements on this route. A recast of the local timetable is under consideration after delivery of the Freight services Class 172 fleet in December 2010. Waste Recycling Group (WRG) continues to seek further business to Calvert to exploit the full terminal Demand in the Bromsgrove and Redditch areas capacity which could result in one additional train has been steadily growing as a result of recent service in due course. housing developments. This is expected to continue as further brown field sites are developed. As Some of the existing intermodal terminals within the previously mentioned, accommodating this route have expansion plans to enable them to cater expected demand will require infrastructure for continued demand as a number of them are enhancements to facilitate the proposed extension/ already operating at, or close to, their capacity. increase in the electrically operated Cross City These terminals include Birch Coppice and Hams services operated by London Midland. Hall.

CrossCountry have aspirations to improve overall There are a number of new intermodal site journey times and frequencies on some of their aspirations for this route. These include new routes. The planned extension of some Newcastle – terminals at mid-Cannock and Stretton. The Reading services to Bournemouth will relieve opening of a new terminal at Donnington took place crowding and improve connectivity between the in March 2009.

Network Rail – 2010 Route Plan M 23

Growth in the movement of scrap metals is also passenger trains. The stations selected by the DfT being experienced, and further increased traffic for this programme of works are: Henley-in-Arden, flows from key sites at Kingsbury, Queens Head – Hereford, Northfield, Selly Oak, Shirley, Sutton Handsworth and Brierley Hill are expected. Coldfield and Worcester Shrub Hill. Possible new sites catering for scrap metals traffic in the Tyseley and Saltley areas are also proposed. Car parking – car parking capacity remains an issue at some stations on this route as recent The volumes of steel strip and tin plate transported surveys have shown that many car parks are at, or from South Wales to Round Oak have recovered, near capacity. Chiltern Railways are continuing with a regularised train plan for 20 trains per week. work to increase the number of car park spaces The completion of the Rugeley Power Station FGD available on the route to increase station fitment in 2009 had led lead to 1 train per week accessibility and to cater for this demand. transporting aggregates (originating from Tunstead) and two trains per week transporting out gypsum. Line speed improvements Line speed improvements can deliver faster The reuse of a track connection at Alstom - journeys and opportunities well beyond the location Washwood Heath has enabled Colas to commence of the works and it is recognised that, in particular a steel flow into the West Midlands during 2009. for longer-distance operators, line speeds do not Future capability always match the capability of the rolling stock operating on certain routes. Stations Better stations/Action stations – Action Stations We recognise that the entry and exit loop speeds at is a new Network Rail initiative aimed at addressing are capable of a higher speed. It is the future of stations. The initiative includes a ten planned to review these speeds when the point guidance plan to help to deliver better stations infrastructure within the loop track is due for renewal and facilities for passengers over the next twenty in CP4. years. The Action Stations document, published in November 2009, aims to gauge passenger views to The route between Walsall – Rugeley (Cannock create and implement the right vision. It also line) suffers from a particularly poor line speed for outlines the progress made since 2002 to improve an interurban route. Following the re-signalling of Britain’s railway stations, and the outputs will draw the line in late CP4, our plans are to substantially upon expertise and experience to inform the vision. increase the majority of the line to a uniform 75 The plan going forward is to host a series of focus mph. We are also increasing the line speed groups to test the vision, establish priorities and between Shrewsbury and Oxley junction from 70 to responsibilities and debate how to collectively 90mph which will provide journey time achieve it. The findings will be compiled and improvements. analysed ahead of the publication of the Action Stations report in 2010. Other routes where capacity is likely to become more constrained and may benefit from line speed NSIP – this programme is being developed with the improvements are: industry, through Local Delivery Groups (LDGs). On this route the stations that have been identified • Soho East Junction to Perry Barr; for NSIP funding or have schemes already • Tyseley Junction to Stratford; completed are Aylesbury, Gerrards Cross, Princes • approaches to Birmingham New Street; Risborough, Wendover, Warwick, Kidderminster, • Kingsbury Junction to Whitacre Junction; and Leamington Spa, Cannock line stations, Tamworth, • Kings Norton to Landor Street. Shrewsbury and Wolverhampton. Some of these schemes are a contribution to a larger scheme. It is We recognise that passenger and freight speed hoped that further funding in 2010 is secured as differentials (in some areas) do not make best use part of the Tranche Two process. This funding will of route capacity. To overcome this, we continue to include a monies based on the successful delivery work with industry partners to find the best solution of Tranche One schemes. during CP4 and 5.

Access for All – This programme is designed to Platform lengthening improve the access to stations. The main output is Work continues on the platform lengthening project to achieve an unobstructed and obstacle free on the route, specifically at Widney Manor ‘accessible’ route from at least one station entrance (Leamington Line) and Yardley Wood, Whitlocks and all drop off points associated with that entrance to each platform and between platforms served by

Network Rail – 2010 Route Plan M 24

End and Wythall stations (Stratford line) being improvement in line speed and capacity. Safety progressed to Grip stage 4. improvements have been carried out a several crossings on the Princes Risborough to Aylesbury Gauge line by the provision of new and upgraded The Freight RUS sets out a proposed intermodal rubberised crossing decks. The infrastructure and freight network cleared for the transportation of 9’ 6” layout at Griffin Lane foot crossing has been high containers. The routes from Leamington – upgraded in conjunction with the new passenger Coventry – Nuneaton, Leamington Spa – Bordesley service operating between Aylesbury and Aylesbury – Landor Street, Nuneaton – Water Orton – Walsall Vale Parkway. Safety Awareness days have been via the Sutton Park line have been identified as held at Old Stoke Road and Griffin Lane foot priority core routes, with the Cannock line identified crossings at Aylesbury. as a priority diversionary route. In December 2006, the DfT announced that a number of important rail Future capacity freight projects to alleviate road congestion will be West Midlands Signalling Strategy taken forward as part of the DfT’s Transport There are a number of major resignalling renewal Innovation Funding for productivity schemes. The projects scheduled within CP4 which provide an schemes relevant to this route are gauge opportunity to increase capacity cost-effectively. In enhancement of Southampton – WCML near conjunction with the planned renewal of signalling Birmingham (including Oxford North Junction – equipment, some of the control areas are being Coventry – Nuneaton on this route), and gauge and relocated into the new ‘West Midlands Signalling capacity enhancements between Peterborough and Control Centre’ (WMSCC). Figure 16 (over page) Nuneaton. shows where the resignalling work is taking place and when. The Strategic Freight Network vision includes enhancement between Doncaster and Water Orton. Our joint strategy remains to relocate all West This will permit the efficient carriage of 9’6” Midlands signalling control into the new West containers on conventional wagons between the Midlands Signalling Control Centre (WMSCC) at West Midlands and Yorkshire. Saltley. This will include some of the signalling control on the fringes of the route, for example the Evergreen phase 3 works will gauge clear Bicester section from Barnt Green to Abbotswood Junction. – Oxford to W12. The Network Planning team continue to work Strategic freight site closely with infrastructure renewals teams, primarily A scheme to introduce a strategic freight site at track and signalling to ensure the remaining areas Neasden Drury Way (immediately south of Chiltern of the West Midlands resignalling in CP5, is aligned Unit depot) is being developed. Brett Aggregates to the wider strategy on capacity and performance. proposes to move sea-dredged aggregates from Key signalling renewals planned for CP5 include Cliffe which will involve the lease of one of the three work at Wolverhampton, Banbury and Birmingham yard lines to DB Schenker. This train will arrive and New Street. 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

Network Rail – 2010 Route Plan M 25

Figure 16 Signalling Renewal and WMSCC transfer dates

Network Rail – 2010 Route Plan M 26

Infrastructure capacity and Walsall, providing additional freight capacity Chiltern Railways have commitments within their between the South West and Midlands/North East. franchise agreement to invest in further capacity outputs required to meet demand – in particular, Tram-Train technology ensuring peak PIXC thresholds are not exceeded Round Oak – Walsall – we are undertaking a joint and, outside the peak hours, all passengers are pre-feasibility study with Centro to examine the seated. These investment outputs include the business case for reinstating the former freight route procurement of additional rolling stock, lengthening for joint running operation between heavy rail freight platforms (up to prescribed upper limits) and further and tram-train technology. From a heavy rail investment in car park capacity. perspective, this would provide considerable benefits for freight, and would free up capacity in the There are a number of proposals to enhance the centre of Birmingham. route between Oxford and Bletchley. These include the East West Rail Consortium proposal to increase Station capacity capacity by the introduction of Oxford – Milton Birmingham New Street station Keynes services, and Chiltern Railways’ committed Birmingham New Street station is already operating plans to link the Chilterns route with Bicester Town close to capacity in terms of passenger numbers, via a new chord line (Bicester Chord). The chord leading to passenger congestion in key circulation would facilitate an alternative route between London areas and the increasing risk of full or partial station Marylebone and Oxford via High Wycombe during closure. This situation will be exacerbated by the the Reading enhancement scheme. A new station, anticipated growth in demand. The Government Water Eaton Parkway, to the north of Oxford would approved option for redeveloping the station (‘The also be provided. This proposal is being examined New Street Gateway’) is designed to provide a as part of the Great Western RUS process. greatly increased passenger capacity, better access to platforms, and relieve current congestion while We will ensure that these schemes do not preclude also providing commercial and public realm the development of the route as a trunk route linking benefits. the South Coast/Thames Valley with the WCML for both long distance passenger and freight services. Birmingham Moor Street – the former terminal The scheme provides the possibility of a second platforms will be reconnected (by December 2010) gauge cleared route for W12 trains from Oxford to as part of Chiltern Railway’s franchise the WCML to support the expected major growth of commitments, including some Network Rail funding container operations from the port of Southampton. to replace a disused bridge deck. Initially two out of Clearance of this route will also alleviate the the three platforms will be reinstated as part of this conflicts between freight and passenger services at project. Longer-term our aspiration is to reconnect Coventry and Nuneaton. the remaining platform.

The Bletchley resignalling scheme will make Bromsgrove – analysis has demonstratedd that passive provision for the proposed East West Rail demand in the area is being suppressed, principally project. by an inadequate station, car parking facilities and relatively infrequent service levels. The northbound Freight services platform cannot accommodate trains formed of The Strategic Freight Network (Felixstowe to more than 3 x 23m vehicles, although the Nuneaton capacity scheme) will facilitate the southbound platform will accept 4 x 23m vehicles. increase in W10 traffic flows from Felixstowe to the This is driving the regional commitment to relocate north, via a new chord line at Nuneaton which Bromsgrove station which forms part of a wider provides direct access to the WCML. The combined local transport strategy (south Birmingham capacity signalling renewals and enhancements scheduled improvements) and facilitates electrification and in the Water Orton/Nuneaton area will release extension of the current cross city services from additional capacity to support the projected Longbridge to Bromsgrove. increase in service flows bound for the West Midlands from Felixstowe. Coventry to Nuneaton line – Local councils have aspirations for two new stations on the Coventry to The additional cross city services planned between Nuneaton line. The first is at Bermuda Park which Barnt Green and Bromsgrove will possibly restrict is located at the southern part of Nuneaton and further freight growth. As a result, we continue with would serve anticipated housing developments in our plans to analyse the industry aspirations to the area. The second is Arena Park which would reopen the former freight route between Round Oak be adjacent to the Ricoh Stadium, conference centre and arena shopping park.

Network Rail – 2010 Route Plan M 27

This new station would have the potential for a park Chiltern Railways are also intending to expand the and ride facility due to its location close to the M6 size of car parks at several of their stations in and would provide services into Coventry. A new Warwickshire and Buckinghamshire. bay platform will need to provided at the west side of Coventry station in order to allow the additional We also support the development of plans at the services to run to Nuneaton, as it will need to be franchised stations and will be an active partner in independent of the main line services. the industry planning group. The plans will involve the promotion and improved facilitation of cycling, – a new station located on the line walking and car sharing as a means of accessing between Coventry and Leamington Spa at stations. Better signage, cycle storage and Kenilworth is being proposed by Warwickshire integration with other modes of transport will be key Country Council. The outcome of the feasibility to the success of these plans. study is currently being reviewed by Warwickshire County Council and Network Rail. Future performance Figure 17 sets out the planned PPM for each train Stratford Parkway – a new station located at operator for CP4. The PPM figure quoted Bishopton on the line between Stratford-upon-Avon represents the expected contribution of the TOC to and Birmingham/Leamington Spa is being the sector-level regulatory outputs in the CP4 proposed by Warwickshire Country Council and is delivery plan. With a tighter timetable structure in supported by regional funding. place following the introduction of the December 2008 timetable, right time arrival at junctions is Worcester Foregate Street – Worcester Foregate critical to meeting the targets for PPM and Street station currently has restrictive platform significant lateness targets set in the HLOS. widths and is severely overcrowded, combined with less than ideal operational flexibility. We recognise There are plans in place to change ageing switch that the current situation is limiting further service and crossings at New Street and Wolverhampton, improvements, and during late CP4 and early CP5 along with other improvement plans such as interventions to increase capacity and capability will doubling up cables to reduce the risk of track circuit be required, possibly during the resignalling failures. programme, as this is the most cost effective approach for delivery. Chiltern Railways Chiltern Railways is currently operating at 95.5 Car parking percent PPM MAA which is significantly ahead of The ITA (Centro) will continue to operate car parks expectations. Good infrastructure reliability and within the PTE area and has no current plans to rolling stock performance has continued to change their charging policy. Centro is currently contribute to this result. Chiltern Railways and working to actively expand car parks through the Network Rail continue to work closely together to Local Transport Plans and other funding streams. In drive forward delivery of the JPIP, which for 2009/10 addition to Centro’s review for park and ride included a stretch target of 95.3 percent PPM MAA. stations, improvements are being planned at other Much activity is focused on reducing the level and stations in the area. impact of external events such as bridge strikes, fatalities and trespass. London Midland has also included improvements to car parking as a specific initiative in their franchise Going forward, the key performance issues and plans. In addition to a commitment to provide at opportunities for this route have been identified as: 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.

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%

Network Rail – 2010 Route Plan M 28

• impact of the West Midlands resignalling • enhanced usage of on train monitoring recording schemes; equipment; • improved asset reliability through full installation • reduction in the impact of cable theft, trespass, and deployment of remote condition monitoring; vandalism and fatalities; • implementation of further bridge strike prevention • quicker incident response and mitigation measures; • right time railway initiatives; and • reduction in the impact of cable theft, trespass, • further use of the Performance Fund to develop vandalism and fatalities; new improvement initiatives. • higher quality Automatic Route Setting (ARS); • right time railway – reduction in late starts; The route plan is being developed around these key • extreme weather mitigation through enhanced points and currently suggests that performance for drainage, flood mitigations and lightning strike CrossCountry services by April 2014 will be around protection; 91.3 percent. This includes an allowance for • continued maintenance of Automatic Train passenger/traffic growth and an increase in Protection (ATP) system; and engineering work. Future performance issues will • further use of the CP4 Performance Fund to continue to be addressed through the JPIP process. develop new improvement initiatives. London Midland The route plan is being developed around these key The performance of London Midland is currently points and currently suggests that performance for 87.8 percent PPM MAA for all services. London Chiltern Railways by April 2014 will be around 95.9 Midland operations are split into two sectors, percent PPM MAA. This includes an allowance for London South East; which is covered in the West passenger/traffic growth and an increase in Coast Route Plan, and Regional. The performance engineering work. Future performance issues will of London Midland’s Regional services is currently continue to be addressed through the JPIP process. 87.5 percent PPM MAA which is in line with the forecast contained in the 2009/10 JPIP. CrossCountry The performance of CrossCountry is currently 91.0 Going forward, the key performance issues and percent PPM MAA which is significantly exceeding opportunities for London Midland on this route have expectations, particularly for a national operator. been identified as: CrossCountry and Network Rail are remain focussed on driving down the levels of cancellations • impact of the West Midlands resignalling and significant lateness (CaSL), which remain a schemes; source of customer complaint, loss of business to • improved asset reliability through full installation rail and payments under the delay repay regime in and deployment of remote condition monitoring; CrossCountry’s Franchise Agreement. Activity has • increased timetable robustness; been centred around understanding the causes of • line speed improvements; CaSL for CrossCountry, and the parties are now • implementation of further bridge strike prevention starting to identify particular improvement initiatives and mitigation measures; specifically aimed at this area. In addition, Network • reduction in the impact of cable theft, trespass, Rail and CrossCountry are taking forward a Right vandalism and fatalities; Time Railway initiative on the Bournemouth to • right time railway initiatives; Manchester line of Route. • fitment of forward facing CCTV and enhanced usage of on train monitoring recording Going forward the key performance issues and equipment; opportunities for CrossCountry on this route have • extreme weather mitigation through enhanced been identified as: drainage and flood mitigations; • autumn management – increased back to • impact of the West Midlands resignalling boundary de-vegetation; and schemes; • further use of the Performance Fund to develop • improved asset reliability through full installation new improvement initiatives. and deployment of remote condition monitoring; • full implementation of GSMR; The route plan is being developed around these key • enhanced management of the network; points and currently suggests that performance for • weather proofing the network through enhanced London Midland (all services) by April 2014 will be drainage and upgrade of climate control systems around 90.6 percent PPM MAA. This includes an for signalling equipment; allowance for passenger/traffic growth and an increase in engineering work. This figure has been

Network Rail – 2010 Route Plan M 29

discussed with London Midland and is in line with the inconvenience that this can cause our their aspirations. For London Midland Regional customers. Therefore, our planned renewals, Services, performance is expected to be around including the forthcoming resignalling works on this 90.2 percent PPM MAA by April 2014. Future route, will provide us with the opportunity for some performance issues will continue to be addressed tactical enhancements without the need for further through the JPIP process. disruptive possessions.

Virgin Trains On the Chiltern line, engineering access is available Over recent months Virgin Trains’ performance has through a regular pattern of eight hours on Saturday been heavily affected by infrastructure reliability nights and five hours on Sunday nights, as well as following the West Coast Upgrade as well as a possession opportunities on week-nights which are number of major external incidents, which led to a limited due to Chiltern Railways late night services marked deterioration in the level of PPM and empty stock movements. Possession planning experienced by Virgin Trains’ passengers. This has on the Chiltern main line is carefully integrated with resulted in a significant amount of additional the Birmingham to Didcot and West Coast Main improvement works being undertaken and Line routes, to enable the route to be used as an containment measures being introduced in order to alternative for passengers and freight from London drive forward and ultimately sustain a more to the West Midlands. acceptable level of performance for Virgin Trains. A brand new JPIP was agreed between the parties in 2010 is likely to see a number of disruptive September 2009, with a target of 86.3 percent PPM weekend possessions, along with a small number MAA at the end of the financial year 2009/10. The of blockades for the Evergreen 3 enhancement current level of performance is 83.2 percent PPM scheme. Evergreen 3 enhancement works are likely MAA. to take place on the route in the Aynho area, along with works associated with providing W10 gauge Going forward, the key performance issues and clearance between Southampton and the West opportunities for Virgin Trains on this route have Coast mainline, which are concentrated on the been identified as: section between Heyford and Bordesley Jn.

• impact of the West Midlands resignalling The West Midlands area has reasonable availability schemes; for diversionary routing over much of its network. • improved asset reliability through full installation Consequently, for some years we have operated and deployment of remote condition monitoring; and refined a pattern of midweek night possessions, • full implementation of GSMR; cycling through each route in turn every six weeks. • enhanced management of the network; This has the benefit of greater traffic throughput, • weather proofing the network through enhanced and, because of the predictability, more robust drainage and upgrade of climate control systems timetabling and performance with higher levels of for signalling equipment; site safety and productivity than are possible with • enhanced usage of on train monitoring recording the traditional use of single line working. However, equipment; on some parts of the network there is difficulty in • reduction in the impact of cable theft, trespass, gaining access for maintenance and renewals work, vandalism and fatalities; for example between Wolverhampton and Stafford, • quicker incident response; where there is no adequate diversionary route. The • right time railway initiatives; and potential gauge enhancement on the Cannock line • further use of the Performance Fund to develop would provide this required freight diversionary new improvement initiatives. route.

The route plan is being developed around these key A programme of track renewals is planned across points and currently suggests that performance for the area on many key routes, primarily in all day Virgin Trains by April 2014 will be around 90.9 Sunday possessions, although a number of S&C percent PPM MAA. This includes an allowance for renewals require longer weekend closures. Many passenger / traffic growth and an increase in S&C renewals are planned to take place in 37 or 43 engineering work. Future performance issues will hour possessions, compliant with Network Rail’s continue to be addressed through the JPIP process. ‘glide path’ designed to reduce the duration of S&C renewals. Other disruptive activities, such as bridge Network availability works and maintenance have been optimised in We understand the importance of minimising with this disruption when possible. disruption on routes during engineering works and

Network Rail – 2010 Route Plan M 30

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.

Network Rail – 2010 Route Plan M 31

Long term opportunities and Accommodating demand: freight challenges Provision of additional capacity, operating a high Re-signalling projects in CP5 level of performance from the network and providing Discussions with stakeholders have commenced to increased access on the core routes will be the key examine and develop opportunities for the most freight challenges for Network Rail beyond CP4. viable and cost efficient options for the following resignalling projects: Enhanced passenger capacity in the West Midlands will have a direct impact on the ability to timetable Banbury – signalling renewals in the Banbury are freight services through an already constrained planned in late CP4/early CP5. Track works and infrastructure, therefore improving terminal enhancements will be aligned to this scheme in connectivity and increasing freight capacity in order to improve functionality and flexibility at and central Birmingham is very important. Potential around the station area. freight train speed improvements will help capacity through more effectively ‘flighted’ trains, but Wolverhampton – as part of the resignalling additional lines may need to be constructed to allow project in the Wolverhampton PSB area, slower trains to run. enhancements are planned to improve capacity, operational flexibility and overall performance. This Re-opening routes, in particular the Walsall to project is currently planned for commissioning in Stourbridge line, and removing capacity constraints, 2015. such as the limited headways on the Sutton Park line, will also be vital to increasing freight capacity Birmingham New Street – signals in the within the West Midlands. Birmingham New Street PSB area are being commissioned in 2018 and so opportunities will be It is likely that there will be two or more new freight sought to improve capacity and performance where terminals in the North West and West Midlands possible. constructed and this will generate new traffic both from the south coast ports and the Channel Tunnel, Accommodating demand: passenger with the majority of the traffic arriving via the WCML. We recognise that both additional and longer trains Planning permission for these new terminals will may become more difficult to accommodate across need to be secured, with discussions taking place to the route. This is particularly true for stations in the decide the best way forward. The West Midlands Birmingham area and other areas e.g. Worcester. and Chiltern RUS is considering ways of rerouting Accommodating these increments will require freight traffic via the West Midlands and the West staged infrastructure interventions, some modest Coast RUS will look at possible diversions around and some more some significant. the Carlisle area for this traffic.

The West Midlands region has already compiled a During CP5 and beyond, industry aspirations are to: Regional Transport Plan (RTP) which proposes opportunities for alleviating many of the demand • improve train lengths (especially from pressures, some of which focus on enhanced rail Southampton, Haven Ports and London infrastructure. Once established, the RTP will inform Gateway), the Regional Funding Allocation (RFA) discussions • increase RA and, held with DfT in order to develop transport initiatives • reduce journey times, including reducing the time in this area. We remain a key player throughout this trains are in loops. process. Gauge clearance during CP5 needs to be In the longer-term, our plans include the feasibility of considered for the Cannock line. Upgrading this line developing a north and south facing chord line that to allow W10 gauge would provide an alternative links the Camp Hill lines to Birmingham Moor Street route for freight traffic going from Southampton to (Snow Hill Lines). This would enable new service the WCML, allowing traffic to bypass the opportunities and greater use to be made of Moor Wolverhampton to Stafford part of the Rugby to Street station, hence alleviating pressure at New Stafford loop. The line has also been identified as a Street. The RTP also identified Moor Street as a key diversionary route, and could be used during station that offers a low cost opportunity for blockades or perturbation on the Wolverhampton to additional platforms and stabling space to be Stafford as well as serving the proposed Mid- provided in the heart of Birmingham. Space exists Cannock terminal. for up to four eight-car platforms to be installed relatively easily.

Network Rail – 2010 Route Plan M 32

It remains our aspiration to gauge clear the route DaSTs from Neasden to Ayhno junction via High The Department for Transport published its formal Wycombe, to allow W9 and possibly W10 traffic to consultation document Delivering a Sustainable use the line on a regular basis. Transport System (DaSTS) in November 2008. It sets out long term transport priorities for the period The East Midlands RUS recommends four-tracking to 2019 and beyond and reflects conclusions from between Wichnor and Burton-on-Trent to ease the Eddington Study and the Stern review. The capacity. document states five clear transport goals for the network, these are: East West Rail There are a number of proposals to enhance the • To support national economic competitiveness route between Oxford and Bletchley. These include and growth by delivering reliable and efficient the East West Rail Consortium proposal to enhance transport networks. the route to enable the introduction of Oxford – • To reduce transports emissions of carbon dioxide Milton Keynes services and Chiltern Railways (CO2) and other greenhouse gasses, with the Evergreen phase 3 project which will upgrade the desired outcome of tackling climate change. Oxford – Bicester section. • To contribute to better safety and health and longer life expectancy by reducing the risk of Consolidation of the various schemes to enhance death, injury or illness arising from transport, and the route between Oxford and Bletchley would by promoting travel modes that are beneficial to facilitate the development of a major freight and health. passenger trunk route from the South Coast and • To promote greater equality of opportunity for all Thames Valley to the WCML. The DfT’s Thames citizens, with the desired outcome of achieving a Valley Regional Planning Assessment states that fairer society, and a journey time saving of 40 minutes could be • To improve quality of life for transport users and achieved between Reading and Manchester via non transport users, and to promote a healthy this route. natural environment.

There is potential for a new routeing of freight Rail has potential to help meet these objectives and services East – West for Southampton to Yorkshire Network Rail will continue to engage with the via MML. Regions and Local Authorities at all levels of the process. There are four key stages in the process. Journey times In stage one, each Region was invited to propose a Our long-term aspirations are to improve journey number of strategically relevant studies to take times on longer distance journeys by delivering line forward which they believe will meet the DaSTS speed improvements. Our objective is to focus on objectives. The DfT then selected the studies that those sections where line speeds can be closely would progress into stage two to generate options aligned with rolling stock capability. for appropriate interventions. All studies are currently in stage two and need to produce a long Through the RUS process we are working with list of options by the end of March 2010 for further operators to develop a 30-year strategy that focuses review. Stage three will involve the sifting and on corridors of opportunity. These include the West packaging of options, while stage four will see the Country – North East, South West to the North completion of an overall programme, with all studies West and the West Midlands – East complete by 2012. Midlands/Anglia. As part of the DaSTS programme there are both Electrification National and Regional studies, the national studies Electrification infill remains high on our agenda for are led by the DfT and the local studies are led by the route. Throughout CP4 we aim to develop the Regions. There are a number of joint studies studies that examine the possibility of electrifying which involve both the DfT and the Regions. corridors that connect already electrified routes. These include Proof House to Nuneaton, Sutton There is a national Freight Modal Choice study Park line and the Cannock line. Longer-term the looking to confirm the economic, social and strategy will examine other corridors, primarily north environmental benefits of current freight movements of the Snow Hill lines and the . 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

Network Rail – 2010 Route Plan M 33

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.

Network Rail – 2010 Route Plan M 34 Infrastructure Investment in CP4

Figure 18 Infrastructure investment in CP4

Implementation Project Project description Output change Funding GRIP Stage date

2010 A Birmingham Snow Hill Provision of additional access to Snow Hill station for Improved capacity at station PTE 7 additional entrance improved passenger circulation

2010/11 B Oxley independent power Provision of independent power supply to Oxley depot Improved performance Network Rail 7 supply

2010/11 C Shirley – Stratford resignalling Signalling renewal of life-expired asset along the Shirley to Improved capacity and performance Network Rail 5 enhancement element Stratford route section including : Discretionary Fund Reduced headways New crossover at Stratford-upon-Avon New turnback facility at Whitlocks End (relocated crossover) Rationalisation of equipment at Henley-in- Arden

2013/14 D Walsall and Cannock lines Signalling renewal in the Walsall area including: Increased capacity and ease Network Rail 5-8 congestion at Bescot. Performance Discretionary enhancements (aligned with Walsall station through running resignalling project) Improvements Fund Reduced headways on the Sutton Park line Operational Flexibility Freight run-round facility on the Round Oak line Signalling renewal on the Cannock line including: 3-aspect signalling

2010/11 E Birmingham Moor St: Ph 3 Reinstatement of disused platforms and installation of Increased capacity and stabling TOC 4-8 stabling siding at Birmingham Moor Street facilities

2010/11 F Passenger lifts – Aylesbury Installation of DDA compliant passenger lifts at Aylesbury Improved passenger access Network Rail/DfT/ 4-8 Town station Town station TOC/Third Party

2010/11 G Wolverhampton to Shrewsbury Line speed improvement to achieve 90 mph between Reduced journey times NRDF/RFA 4 line speed improvements Wolverhampton and Shrewsbury

2014/15 H Birmingham New Street Station Upgrade project including retail development, Increased passenger capacity, Periodic Review 4 Gateway station environment and facilities improved access and performance 2008

2010-2013 I Evergreen Phase 3 Project Expansion of route’s capability and extension of services Shorter journey times, improved Third Party 4 to Oxford (includes provision of crossover between Aynho performance – and Banbury and crossover between West Ruislip and London Marylebone)

Network Rail – 2010 Route Plan M 35

Figure 18 Infrastructure investment in CP4

Implementation Project Project description Output change Funding GRIP Stage date

2013/14 J Water Orton resignalling Signalling renewal at Water Orton to include: Increased capacity due to reduced Network Rail 4 enhancement elements signalling headways, operational improved layout at Water Orton flexibility and improved remodelling of Landor St and Water Orton Jcns performance and capacity reduced headways between Water Orton – Nuneaton reduced headways on Sutton Park line

2011/12 K Stourbridge – Hartlebury Reduced signalling headways between Stourbridge – Improved capacity and operational Network Rail 4 resignalling enhancement Kidderminster Higher exit/entry speed Kidderminster flexibility Discretionary Fund element goods loop. New facing crossover at Stourbridge Jn.

2014 L Gauge clearance : SFN project W12 gauge enhancement between Doncaster and Water Increased gauge clearance for Periodic Review 4 Orton 9’6” wagons 2008 / Third Party

2010 M Hoggrills End crossings Review of two public foot crossings by diversion to an Increased safety and performance Network Rail Safety 3-4 existing nearby overbridge and increased loop capability and Environment Fund

2010/11 N Kidderminster Station Modular station building and improved station facilities at New station building and improved Multi-funded 3-4 Enhancements Kidderminster, including NSIP and Access for All facilities at station contributions

2010-2014 O Access for All Scheme – Improved access schemes at the following stations: Improved customer facilities Periodic Review 1-3 2008 various stations Henley-in-Arden, Hereford, Northfield, Selly Oak, Shirley, Sutton Coldfield and Worcester Shrub Hill

2009-2011 P NSIP : National Stations Shrewsbury station – DDA improvement works and Improved capacity and customer Multi-funded 1-4 Improvement Programme resignalling of platform (NRDF funded) facilities 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

2012 Q West Midlands Platform Lengthening platforms across the West Midlands area to Increased capacity Periodic Review 3 lengthening scheme accommodate longer services (as part of the CP4 2008 Delivery Plan)

Network Rail – 2010 Route Plan M 36

Figure 18 Infrastructure investment in CP4

Implementation Project Project description Output change Funding GRIP date Stage

2013/14 R Cannock line speed Increase line speed along Cannock Line to 75mph post Reduced journey times NRDF/RFA 3 improvements re-signalling.

2012/13 S West Midlands depot and New depot facilities to support additional HLOS vehicles Increased capacity Periodic Review 3 stabling facilities 2008

2012 T Enhancement of Cross City Increase in service frequency to Redditch providing a 20- Increased platform capacity and Periodic Review 3 services to Redditch minute service. This includes the development of an service frequency 2008 additional platform at Redditch.

2010-2014 U Increased capacity, performance Multi-funded 3 Bromsgrove: Relocation of station to south of existing location to permit and improved station facilities • Station development longer trains to call (as part of station enhancements • Extension of cross city services project)

• Goods loop 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)

2010/11 V Tyseley Depot Works to provide permanent stabling facilities for new fleet Increased capacity TOC 3 (London Midland)

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

2010/11 X Southampton to West Coast Works to allow W10 gauge trains to run from The line will be cleared to enable Transport Innovation 3 freight upgrade Southampton to the WCML 9’ 6” high containers to be Fund conveyed on conventional wagons

2012/13 Y Round Oak to Walsall Feasibility into re-opening of disused freight line for tram- Increased capacity and capability Multi-funded 3 train options.

2013/14 Z East West Rail Link Re-opening of the Oxford/Aylesbury – Bedford railway New route and services creating Third party 3 between Claydon and Bletchley extra capacity on the route

2013/14 AA Bloxwich level crossing closure Potential closure of level crossing at Bloxwich pending Closure of level crossing for Network Rail, 2 legal determination vehicles Walsall MBC Provision of a DDA compliant footbridge and upgrade of adjacent road bridge to accommodate diverted road traffic

Network Rail – 2010 Route Plan M 37

Figure 18 Infrastructure investment in CP4

Implementation Project Project description Output change Funding GRIP date Stage

2009-2012 AB High Wycombe station Enhancement to the station area including new station Improved station facilities TOC 2 development buildings and improved modal interchange

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 Reinstating platform 4 for heavy rail use following Increased capacity and performance PTE 1 4 reinstatement extension of Metro services to city centre

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- Increased capacity Third party 1-2 upon-Avon, Wolverhampton and Kenilworth

2010-2014 AJ Car park extension schemes Car park extension schemes at various stations across Improved station facility (and Multi-funded Various the route in conjunction with TOCs and DfT passenger access) 2010-2014 AK E&P Renewals Programme Overhead line renewals E&P Renewal Network Rail Various 25Kv Switchgear renewal and signalling supply points

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

2010-2014 AM Structures Renewals Embankment, earthworks and drainage works at various Structures Renewal Network Rail Various Programme : locations across the route, e.g. Old Hill and Stoke Mandeville

2010-2014 AN Signalling and Telecomms Signalling and Telecomms renewals at various locations Telecomms renewal Network Rail Various Renewals Programme: across the route

2010-2014 AO Buildings Renewals Property renewals at various locations across the route, Buildings renewal Network Rail Various Programme e.g. at Snow Hill (plt lighting), Coventry platform works and Walsall footbridge repairs

2010-2014 AP Neasden Drury Way strategic Development of Strategic Freight site in Neasden to Increase freight capacity Third Party 0 freight site support the movement of aggregate

Network Rail – 2010 Route Plan M 38 Schemes currently on-hold due to timing of funding

Figure 18 Infrastructure investment in CP4 – schemes currently on hold

Implementation Project Project description Output change Funding GRIP date Stage – Chinnor & Princes Risborough Extension of heritage railway to Princes Risborough Extension of Line Third Party 5 Railway – 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 Third party 2 and capacity for growth

Candidate NRDF schemes in CP4

Figure 19 Candidate NRDF Schemes in CP4

Implementation Project Project description Output change Funding GRIP date Stage

2010-2014 AQ West Midlands line speed Feasibility study to assess line speed improvements at Reduced journey times Network Rail 0 improvements project Soho East – Perry Barr West, Kings Norton – Landor Discretionary Fund Street, Whitacre Jn – Kingsbury Jn, Stratford-upon-Avon line, Barnt Green Jn, Ledburn- Shelwick

2010-2014 AR Loop entry/exit speed review Review loop speeds across the route including at Fenny Increased capacity and performance Network Rail 0 Compton (possibly aligning to the Banbury resignalling Discretionary Fund project)

2010-2014 AS Birmingham New Street station New bay platform – a review of converting and Increased capacity Network Rail 0 – new bay platform lengthening the current East Dock to create additional Discretionary Fund platform facility

2010-2014 AT Chiltern gauge clearance Review provisions for a larger gauge to allow Chiltern Higher gauge capability Network Rail 0 route to be used as an alternative to the West Coast Main Discretionary Fund Line

2010-2014 AU Walsall slow line electrification Electrification of slow line between Pleck Jn and north of Increased capacity Network Rail 0 Walsall station Discretionary Fund

2010-2014 AV Kingsbury depot – north facing Provision of a north facing crossover to facilitate Improved performance Network Rail 0 access northbound departures to the depot Discretionary Fund

2010-2014 AW Junction improvements Marginal increased junction speed at Barnt Green and Improved performance Network Rail 0 Stourbridge Junction Discretionary Fund

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

Network Rail – 2010 Route Plan M 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

Network Rail – 2010 Route Plan M 40 Appendix

Figure 21 Strategic route sections

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

Signalling Community Freight SRS SRS Name ELR Classification Funding RA Speed Electrification Signalling Type Headway No of Tracks Rail Gauge (mins)

NAJ2 & 3 M.01 Marylebone – Aynho Jcn London & SE DfT No W7 (W6) 8 (7) 100 (60) none TCB 3 (5) 2 MJC1

Neasden South Jcn – M.02 MJC1 London & SE DfT No W6 8 (7) 75 (60) none TCB 4 2 Harrow-on-the-Hill

Amersham – Aylesbury M.03 MJC2 London & SE DfT No W6 8 75 none TCB 9 2 Vale

Princes Risborough – M.04 PRA London & SE DfT No W7 (W6) 7 40 none TCB 15 1 Aylesbury

M.05 Rugby – Birmingham RBS1 Primary DfT No W9 & W10 8 100 25Kv (AC) TCB 4 (3) 2 New Street (125)

M.06 Birmingham New Street RBS2 Primary DfT No W8 8 75 25Kv (AC) TCB 4 (3) 2 – Wolverhampton

M.07 Wolverhampton – RBS2 Primary DfT No W9 & W10 8 125 25Kv (AC) TCB 5 2 Stafford RBS3 OXC

M.08 Birmingham New Street BAG1 Primary DfT No W8 8 60 (90) 25Kv (AC) TCB 5 (4½) (3) 4 – Barnt Green BAG2

M.09 Barnt Green – Stoke BAG2 Primary DfT No W8 8 90 none TCB 4 2 Works Junction SKN SAG

M.10 Birmingham - Wichnor DBP1 Primary DfT No W8 8 90 (125) none TCB 5 (4) (3) 2 (6) Junction DBP2 DBP3 KJW

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Figure 21 Strategic route sections

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

Signalling Community Freight SRS SRS Name ELR Classification Funding RA Speed Electrification Signalling Type Headway No of Tracks Rail Gauge (mins)

M.11 Oxford – Coventry South DCL Primary DfT No W8 8 90 none TCB (AB) 4 (6) (5) (3) 2 (1) Junction LSC1 LSC2

M.12 Leamington Spa – DCL Secondary DfT No W7 (W6) 8 100 (90) none TCB 3 (4) 2 Birmingham Snow Hill

M.13 Stechford – PBJ Secondary DfT No W9 & W10 8 75 25Kv (AC) TCB 5 (7) (3) 2 Wolverhampton via BJW1 Aston WDJ PJW PBL SAS

M.14 Birmingham Snow Hill – GSJ1 Secondary DfT No W7 & W8 8 60 none TCB 4 (5) 2 Stourbridge Junction GSJ2 HSJ DCL M.15 Stourbridge Junction - OWW Secondary DfT No W8 (W6) 8 (7) 70 (60) none AB (TB) 2 to 16 2 (1) Hereford WAH STO ABW M.16 Stratford-upon-Avon TSB HAS Rural DfT No W7 8 (7) 60 none AB (TCB) 5 (6) (12) 2 Lines

M.17 Cross City North ALC1 Secondary DfT No W6 8 60 25Kv (AC) TCB 5 2 ALC2 PBJ BJW3 M.18 Rugeley – Bescot RRN1 Secondary DfT No W6 (W9) 8 45 none AB (TCB) 5 (8) (15) 2 RRN2 W(8) BJW2

M.19 Redditch – Barnt Green BEA Secondary DfT No W6 8 55 25Kv (AC) OTW − 1 Junction

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Figure 21 Strategic route sections

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

Signalling Community Freight SRS SRS Name ELR Classification Funding RA Speed Electrification Signalling Type Headway No of Tracks Rail Gauge (mins)

M.20 Wolverhampton – WSJ1 Secondary DfT No W6 8 70 none AB 6 (8½) (3) 2 Shrewsbury WSJ2 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 CNN Secondary DfT No W8 8 45 none AB 10 2 North Junction M.24 Soho Junctions – Perry SCL SSP Secondary DfT No W8 8 45 25Kv (AC) TCB 5 2 Barr Junctions M.25 Stourbridge Branch SJS Secondary DfT No W6 8 20 none OTS – 1

M.98 Freight Trunk Routes LTV OXD Freight DfT No various 8 (7) various none various various 1-2 BFO M.99 Other Freight Lines MJC1 Freight DfT No various 8 various none various various 2 WSJ2 HND1 DCL RBS1 WHT

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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 – 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 Rail – 2010 Route Plan M Network Rail Kings Place 90 York Way London N1 9AG

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

March 2010