Yorkshire and Humber Route Utilisation Strategy Draft for Consultation Foreword

It is a pleasure to introduce the Route The additional capacity provided at Leeds in Utilisation Strategy (RUS) for Yorkshire and the last five years has already been largely Humber. This RUS, like the previous ones, used up as a result of the growth in demand, sets out the strategic vision for the future of and the RUS identifies the best solution for a particular part of the rail network. the next decade as being the introduction of more short distance cross-Leeds services in The network in Yorkshire and Humber is the peak. It proposes an additional service incredibly diverse, with heavily used services each hour between Leeds and Manchester, and fast-growing demand into the larger cities as well as some journey time improvements. such as Leeds and Sheffield and across the Additionally, the proposal in the East Coast Pennines to Manchester. There is a great Main Line RUS to introduce a regular clock- deal of freight traffic, particularly to and from face timetable should assist considerably the ports. By contrast, some rural parts of the in terms of both local and “east to network are relatively lightly used. west” services. A number of generic gaps have been Further into the future we can expect to see identified. These include the need for further journey time improvements between additional capacity at peak hours for Leeds and Manchester, between Leeds and commuters into the cities and in the core Sheffield, between Sheffield and Manchester, Leeds to Manchester corridor; the need to and between Bradford and Manchester. A improve inter-urban connectivity in certain “standard hour” service of three fast trains places, including Bradford to Manchester; per hour is proposed between Sheffield and a requirement for greater freight capability Manchester. More freight paths will become in terms of capacity, loading gauge, route available across the Yorkshire and Humber availability and diversionary routes; and a region to respond to the projected demand. pressing need to address those parts of the infrastructure which can cause very As with each of our Route Utilisation significant delays. Strategies, this has been developed with the full input of the rest of the industry including This strategy recommends a number train and freight operators. I thank them for of options to be taken forward to address their contribution to date. This is a draft for these gaps. Key to the strategy is consultation so we are now seeking feedback addressing peak-hour passenger growth and comments to support and inform our through train lengthening, supplemented further analysis. Comments are invited before by additional shuttle services at the times a deadline of 18 December 2008 and we are of heaviest demand and as new rolling working towards publication of the final RUS stock becomes available, and to address for Yorkshire and Humber in Spring 2009. the issues surrounding the presently limited freight capability.

Iain Coucher Chief Executive

Executive summary

Introduction The RUS covers broadly the area from This Yorkshire and Humber Route Utilisation Scarborough, Hull and Cleethorpes in the east Strategy (RUS) Draft for Consultation has to Newark, Chinley, Stalybridge, Rochdale and followed the now well-established RUS process, Skipton in the west, with the exception of the with extensive stakeholder involvement. The East Coast Main Line (ECML). It considers RUS area is characterised by a diversity of issues over an 11-year time period from 2008.

both train service and stakeholders. On the one It has had issues passed to it from the North hand, there are heavily used inter-urban and West RUS, the Lancashire and Cumbria RUS, urban services, and on the other, particularly the ECML RUS and the Freight RUS. The in the eastern part of the area, relatively lightly Network RUS currently under development used rural operations. Some parts of the will also address some issues such as network, such as Immingham, are very heavily electrification, which may impact on the used by freight traffic whilst others are solely RUS area. passenger. Similarly, there is no one body responsible for transport planning such as Process Transport for London or Transport Scotland. The RUS initially analyses the current Whilst the interests of the principal urban areas capability and capacity of the railway in order are represented by South Yorkshire Passenger to measure its ability to cater reliably for Transport Executive (PTE) and West Yorkshire existing demand and thereby highlight any PTE (and to a lesser extent – in terms of present-day “gaps”. Forecasts of predicted geography rather than roles and responsibilities demand over the coming 11 years are then – Greater Manchester PTE), local authorities examined, and forecast future gaps identified. in the remainder of the area range from These forecasts take account of committed geographically very large shire counties such schemes which are known to be coming on as North Yorkshire to quite compact unitary stream in the next few years. authorities. The National Park Authorities also A set of options is then generated which could have a role to play. potentially bridge the known and predicted Scope and background gaps. These options are then analysed in The Yorkshire and Humber RUS adjoins order to gain an understanding about which the infrastructure covered by the of them look to offer the most promising and already-published East Coast Main Line, value-for-money solutions. North West and Lancashire and Cumbria At this stage, the RUS is put out to RUSs, and the East Midlands RUS currently consultation in order for stakeholder responses in preparation. Several members of the rail to be sought and considered, and thereby industry Stakeholder Management Group for options to be refined. This consultation (SMG) are common to some or all of these document has been prepared to support this RUSs. There is a considerable interface part of the process. A finalised strategy will with the North West RUS in the corridors then be prepared and published in early 2009. from South and West Yorkshire to Greater The Yorkshire and Humber RUS process is Manchester. overseen and directed by the SMG, which

comprises representatives from the Train Increasingly, these do not fit comfortably with: Operating Companies (TOCs), Freight demand for passenger services to operate Operating Companies (FOCs), the Department later on weekday evenings and to start earlier for Transport (DfT), Network Rail, Association on Sunday mornings; growing demand of Train Operating Companies (ATOC), – especially on south Humberside – for Passenger Focus, the PTEs and the Office of 24-hour freight access; and a strong desire Rail Regulation (ORR) (as observers). that passenger services in key corridors should as far as possible be free from bus Gaps substitution. This RUS identified six generic gaps: Regional links: There is a perception of poor Peak crowding and suppressed growth: connectivity in certain corridors. In particular, Demand for rail commuting into Leeds, the service between Bradford and Manchester Sheffield and Manchester has been growing is slow by comparison with services between strongly in recent years with the result that other major centres, as a result of numerous many trains during the high peak are now station stops combined with some low speed close to or in a few cases beyond their nominal restrictions. The Sheffield – Manchester capacity. Significant overcrowding in peak hours service is considered to be unattractive at two is forecast if additional capacity is not provided. fast trains per hour when compared with the Off-peak crowding and suppressed growth: Leeds – Manchester frequency. Growth in demand for fast cross-Pennine Freight capability: Parts of the RUS area services in the core Manchester – Leeds via have restrictive loading gauge clearance when Diggle corridor has been exceptionally strong compared with the Freight RUS aspirations in recent years and significant overcrowding for W9, W10 and W12. Such restrictions is forecast such that demand management reduce the suitability of the lines affected for measures will be required if additional diversionary purposes, as well as hindering capacity is not provided. This prediction is development of the intermodal container based on growth predictions of an average market. Identified key capacity pinch-points, of 3.6 percent per year and is dependent on such as the Hope Valley and Hare Park a number of assumptions, in particular fares – South Kirkby, threaten to handicap future policy (RPI+1 percent is assumed, potentially growth in the freight business. The absence of conservative for unregulated fares) and any loops of 775 metres within the RUS area external effects such as road congestion and limits the options for running the longest freight motoring costs. There are only very limited trains in line with FOC aspirations. opportunities to add services to meet this demand without restructuring the timetable.

Engineering access: On certain route sections, present methods of maintenance and renewal imply regular and lengthy possessions to keep the infrastructure fit for purpose.

Reactionary delays: A number of key Short-term strategy 2009 – 2014 locations have been identified where very (Control Period 4) significant delays occur, notably Whitehall Train services Junction, Sheffield station, Swinton junctions The general approach will be that of and Rochdale station. Congestion at these progressive train lengthening and, on some locations is related to the existence of rail corridors, providing additional peak shuttle infrastructure which has become increasingly services to relieve overcrowding, as additional inadequate and outdated as train services rolling stock becomes available. At Leeds, the have grown in response to demand, whilst capacity provided by the recent remodelling “quick win” solutions have almost invariably has largely been used up already because of been taken up. rapid growth. There is room to expand platform The immediate future: 2008 – 2009 capacity on the north side of the station, which will suffice for Airedale, Wharfedale (Control Period 3) and Harrogate services, but expansion in the The most acute issue in the Yorkshire and centre and south of the station would be very Humber area is accommodating growth in costly. The main solution proposed for the next peak-period passenger and freight traffic, decade is to introduce more short distance although a number of performance issues are cross-Leeds services, using a new turnback also apparent. With Control Period 3 (CP3) facility to the east (near Micklefield). There nearly at an end, the amount of work that can will be some journey time improvements be undertaken within its remaining duration is between Leeds and Manchester together very limited. with the introduction of an additional service n Extension of the Leeds – Brighouse each hour as part of a general recast of – Hebden Bridge stopping service to services on the Diggle route. Possible journey Rochdale to meet up with the Manchester time improvements may be undertaken on stopping service in the December 2008 other corridors. timetable will provide some additional Additional freight services will be capacity, as will the introduction of the accommodated in line with Freight RUS new Nottingham – Leeds service forecasts. Gauge enhancements in some key n The Hull Docks capacity enhancement freight arteries will help intermodal growth. scheme recently completed has provided Introduction of a regular clock-face timetable significant additional capacity for freight on the ECML as proposed in the ECML RUS traffic, as has the upgrade of the Barnetby is also expected to assist considerably in – Gainsborough via Brigg line to a terms of improving local and “east – west” similar timescale services, but may require some infrastructure n An improved layout will be provided interventions to maximise the opportunities. at Bradford Mill Lane, which will assist performance of the Calder Valley service. Higher-speed crossovers will be installed at Church Fenton allowing a small journey time and performance improvement for services in the York – Leeds corridor.

Infrastructure enhancements Medium-term strategy 2014 – 2019 The following schemes would be needed (Control Period 5) in order to deliver the changes to services The following recommended changes to detailed above: train services form the proposed strategy n platform lengthening on a number of lines for CP5. to accommodate increased train length 1 There would be continued train lengthening on local services, including additional shuttles n new and increased passenger train introduced during CP4. A 43-minute journey servicing and stabling facilities 1 time for Leeds – Manchester would become n new or improved turnback facilities at the norm for most fast services, with a further Horsforth, Keighley, Castleford, and in the recast of services on the Diggle route to allow Micklefield area this to happen. A “standard hour” service of three fast trains per hour would be introduced n some small-scale capacity enhancement in between Sheffield and Manchester. Improved the Calder Valley journey times would be introduced in the n at Leeds, additional bay platforms beside Leeds – Sheffield via Barnsley corridor, Platform 1 and Platform 17, subject to between Sheffield and Manchester and further development work between Bradford and Manchester. Freight n various small-scale capacity enhancements paths are expected to be further increased on between Leeds and Manchester, notably those routes highlighted in the Freight RUS, upgrading and lengthening of Diggle loop plus routes where further growth is driven and upgrading of Marsden loop by gauge enhancement. Improved capacity, performance, linespeeds and engineering n IEP infrastructure works 2 access will be provided between Immingham n some W9/W10/W12 gauge enhancements, and Wrawby Junction and between Hessle funded by Hutchison Ports (UK) Ltd Road Junction and Gilberdyke. (HPUK) and possibly others identified New rolling stock is expected to begin to through the Strategic Freight Network bring benefits, such as: mechanism n greater seating capacity on London n remodelling of Shaftholme Junction 3 – Yorkshire services as the result of n a fourth running line at York Holgate and Intercity Express Programme (IEP) associated enhancements 3 introduction n small-scale projects to enhance n IEP dual fuel sub-fleet could provide performance, provide marginal capacity potential for improved London links for improvements and/or journey time towns/cities not on electrified routes reductions. n new generation DMUs starting to replace Those schemes that are not funded specifically Pacer/Sprinter fleet through the ORR Determination for Control n possible extension of electrification within Period 4 (CP4) or other funding sources will the RUS area. need to be deferred to Control Period 5 (CP5).

1 Scheme specifically shown as funded in ORR Draft Determination as part of a £60 million allowance to meet the HLOS on Strategic Route 10, and £10 million on Strategic Route 11 for platform extensions and stabling; these routes which encompass the Yorkshire and Humber area 2 Scheme specifically shown as funded in ORR Draft Determination 3 ECML scheme specifically shown as funded in ORR Draft Determination It is envisaged that the following projects Long-term context 2019 – 2039 will be needed to deliver the aforementioned (Control Period 6 and beyond) train service strategy: The Government’s 2007 White Paper suggests n further platform lengthening a general doubling of both passenger and freight traffic nationally over a 30-year period. n capacity enhancements between Leeds However, it is recognised that there may be and Manchester via Diggle wide variations on individual routes or parts n any turnback facilities or other projects of routes according to local circumstances. identified in the short-term strategy section In the event of very rapid growth there is little that were not affordable in CP4 doubt the strategy for handling demand in the longer term must look first to make best n an enhanced layout at Sheffield4 use of the existing infrastructure in the RUS n doubling of the Dore & Totley station curve area and then to the opportunities offered by and new loops in the Hope Valley 4 the wider rail network. These could include, n additional crossover at Bradford for example, making use of any remaining Interchange and some bi-directional capacity for growth on lines within the RUS signalling 4 area followed by use of the remaining capacity on lines outside the RUS area. There could n enhancements between Wrawby Junction also be options for reopening currently disused and Brocklesby 4 lines where feasible or construction of some n enhancements between Ulceby and the completely new sections of railway. The Immingham dock complex latter could be unconstrained by traditional limitations on maximum speed, loading gauge n possible extension of electrified network and other output characteristics. within the RUS area

n possible incremental improvements to Consultation We now seek stakeholders’ views, particularly capacity, performance and engineering on the gaps, options and emerging access in the Doncaster station area conclusions presented, before finalising this prior to more significant enhancement strategy. Chapter 7 provides contact details. on the back of signalling renewals in the longer term

n any further W9/W10/W12 loading gauge works identified through the Strategic Freight Network mechanism

n other schemes identified as representing value for money to reduce reactionary delay and/or improve the balance between engineering access and continuity of service operation.

4 in association with renewal schemes

Contents

1. Background 12

1.1 Introduction to Route Utilisation Strategies 12 1.2 The RUS programme 13 1.3 Document structure 14

2. Context and scope 16

2.1 Geographic scope 16 2.2 Services considered 18 2.3 Linkage to other studies and workstreams 18 2.4 Assumptions 19 2.5 Time horizon 19

3. Current capacity, demand and delivery 20

3.1 Train operators 20 3.2 Passenger market profile 21 3.3 Freight market profile 30 3.4 Yorkshire and Humber rail network 38 3.5 Use of the network 44

4. Anticipated changes in supply and demand 50

4.1 Forecast passenger demand 50 4.2 Forecast freight demand 53 4.3 Potential changes to services and infrastructure 55

5. Gaps and options 62

5.1 Introduction 62 5.2 Generic gaps 62 5.3 Geographical split 65 5.4 Geographical gap analysis and options 67

10 6. Emerging strategy 90

6.1 Introduction 90 6.2 Principles 90 6.3 The immediate future 2008 – 2009 (Control Period 3) 93 6.4 Short-term strategy 2009 – 2014 (Control Period 4) 94 6.5 Medium-term strategy 2014 – 2019 (Control Period 5) 95 6.6 Contingent projects 96 6.7 Long-term context (Control Period 6 and beyond) 96 6.8 Alternative growth scenarios 99

7. Consultation 100

7.1 Introduction 100 7.2 How you can contribute 101 7.3 Response date 101

Appendices 102

Appendix 1: Freight terminals 102 Appendix 2: Summary of DfT/PTE Aspirations 104 Appendix 3: Performance analysis (available at www.networkrail.co.uk) Appendix 4: Option appraisals (available at www.networkrail.co.uk) Glossary 108

11 1. Background

1.1 Introduction to Route Utilisation 1.1.2 Strategies The “duty” referred to in the objective is 1.1.1 Network Rail’s general duty under Licence Following the Rail Review in 2004 and Condition 7 in relation to the operation, the Railways Act 2005, The Office of Rail maintenance, renewal and development of the Regulation (ORR) modified Network Rail’s network. The ORR guidelines also identify two network licence in June 2005 to require the purposes of RUSs, and state that Network Rail establishment of Route Utilisation Strategies should balance the need for predictability with (RUSs) across the network. Simultaneously, the need to enable innovation. Such strategies the ORR published guidelines on RUSs. A should: RUS is defined in Condition 7 of the network licence as, in respect of the network or a part a) “enable Network Rail and of the network1, a strategy which will promote persons providing services the route utilisation objective. The route relating to railways better to plan utilisation objective is defined as: their businesses, and funders better to plan their activities; and “the effective and efficient use b) set out feasible options for and development of the capacity network capacity, timetable available, consistent with funding outputs and network capability, that is, or is reasonably likely to and funding implications of those become, available during the period options for persons providing of the Route Utilisation Strategy services to railways and and with the licence holder’s funders.” performance of the duty.” Extract from ORR guidelines on Route Utilisation Extract from ORR guidelines on Route Utilisation Strategies, June 2005 Strategies, June 2005

1 The definition of “network” in Condition 7 of Network Rail’s network licence includes where the licence holder has any estate or interest in, or right over a station or light maintenance depot, such station or light maintenance depot.

12 1.1.3 the period to 2014, the 2007 High Level Output The guidelines also set out principles for RUS Specification (HLOS). The recommendations development and explain how Network Rail of a RUS, and the evidence of relationships should consider the position of the railway and dependencies revealed in the work to funding authorities, the likely changes in reach them, in turn form an input to decisions demand and the potential for changes in made by industry funders and suppliers supply. Network Rail has developed a RUS on issues such as franchise specifications, Manual, which consists of a consultation investment plans and the next High Level guide and a technical guide. These explain Output Specification. the processes used to comply with the licence 1.1.7 condition and the guidelines. These and Network Rail will take account of the other documents relating to individual RUSs recommendations from RUSs when carrying and the overall RUS programme are out its activities. In particular they will be used available on the Network Rail website to help to inform the allocation of capacity on (www.networkrail.co.uk). the network through application of the normal 1.1.4 Network Code processes. The process is designed to be inclusive. Joint 1.1.8 work is encouraged between industry parties, The ORR will take account of established who share ownership of each RUS through RUSs when exercising its functions. its industry Stakeholder Management Group (SMG). There is also extensive informal consultation outside the rail industry by means 1.2 The RUS programme of a Wider Stakeholder Group (WSG). The completed RUS programme will cover 1.1.5 the entire rail network in Great Britain and The ORR guidelines require options to be commenced with the publication of the appraised. This is initially undertaken using consultation document for the South West the DfT’s appraisal criteria and, in Scotland, Main Line RUS in October 2005. There will be the Scottish Executive’s Scottish Transport 19 RUSs in total, of which broadly 50 percent Appraisal Guidance (STAG) appraisal criteria. have been published and have become To support this appraisal work RUSs seek to established under the terms of Licence capture implications for all industry parties Condition 7. The remainder are currently at and wider societal implications, in order to varying stages of development. Full details of understand which options maximise net the programme can be found on the Network industry and societal benefit rather than that of Rail website (www.networkrail.co.uk). any individual organisation or affected group. The responses from stakeholders to this 1.1.6 consultation document will shape the final RUSs occupy a particular place in the planning Yorkshire and Humber RUS, and Network Rail activity for the rail industry. They utilise would accordingly welcome your feedback on available input from processes such as the it. The key dates and contact details for the DfT’s Regional Planning Assessments and, for consultation process are outlined in Chapter 7.

13 1.3 Document structure Appendix 2 lists the Department for Chapter 2 describes the geographic scope of Transport and Passenger Transport Executive the RUS, the time horizon and the planning aspirations for enhancement within the context within which it is being developed. RUS area.

Chapter 3 summarises the current Appendix 3 (published on the Network Rail capabilities and usage of the strategic routes website) details the performance analysis within the RUS area, drawing on input from undertaken for the RUS. key industry stakeholders, and highlighting Appendix 4 (published on the Network Rail particular issues. website) shows the economic appraisals for Chapter 4 discusses anticipated changes each of the options detailed in Chapter 5. in supply and demand and the schemes planned to enhance or improve the routes and services covered by the study. This helps to identify the benefits which will flow from these improvements, as well as the potential for synergy between committed or expected schemes and those developed by the RUS.

A key step in the process is the sifting of the issues and analysis of the future year forecasts in order to identify gaps and develop options for addressing them. Chapter 5 analyses these gaps and options.

Chapter 6 draws together the conclusions into an emerging strategy comprising recommendations for better use of resources and investment proposals for meeting growth. Recommendations are grouped chronologically using railway industry five-year control periods. The document shows how these interventions meet government targets for the 2009 – 2014 period and describes the industry’s strategy for meeting predicted demand during Control Period 5 (2014 – 2019) in the context of likely longer-term developments. The document then looks ahead to the challenges posed to the RUS area in the longer 30-year term.

Chapter 7 covers the consultation process, including its purpose, how stakeholders can contribute and the deadline for responses.

Appendix 1 shows the freight terminals within the RUS area.

14 15 2. Context and scope

2.1 Geographic scope region, along with some areas to the west of The Yorkshire and Humber Route Utilisation the Pennines where the train services have Strategy covers broadly the network defined been identified in other RUSs as being closely by Network Rail’s Strategic Routes 10 and 11. relevant to transport needs further east. This is depicted in geographical and schematic Excluded are the lines from Skipton towards format in Figures 2.1 and 2.2 respectively. Carlisle and Lancaster dealt with in the It includes all routes in the Yorkshire and Lancashire and Cumbria RUS.

Humber region with the exception of the East The railway within the RUS area naturally falls Coast Main Line north of Doncaster and the into a number of discrete corridors which are Middlesbrough to Whitby branch line, both of shown shaded bold in Figure 2.1 and further which are dealt with in the ECML RUS. Also defined by colour coding in Figure 2.2. included are a few routes in the East Midlands

Figure 2.1 – Geographic scope

Scarborough

Barrow

York

Blackpool Leeds Hull

Cleethorpes Liverpool Manchester Sheffield

Chester Crewe

Derby Nottingham

16 Figure 2.2 – Geographic scope and route corridors

Barnsley & Pontefract Wakefield Huddersfield Calder Valley Sheffield/Doncaster/ Moorthorpe Immingham/ Cleethorpes Penistone Line Retford/Lincoln/Newark Chesterfield Coast Wolds Miscellaneous Out of scope

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn Goxhill HumberRd Jn

Ulceby

Stallingborough Heckington

Habrough Ruskington Spalding New Holland New Abbey

Metheringham Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns Brocklesby Jn Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Route corridors Hope Valley Airedale Wharfdale Harrogate Leeds/York/Hull/Scarborough Pelham Street Jn

BARNETBY

ON-HUMBER BARTON- SLEAFORD PETERBOROUGH I F E A B C D H G Wrawby Jn Rauceby Barkston Jns Key Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks CORUS SCUNTHORPE Kirton Lindsey

Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

GAINSBOROUGH CENTRAL Anlaby Road Jn Marnham High SCARBOROUGH Seamer Filey Hunmanby Bempton BRIDLINGTON Nafferton Driffield Hutton Cranswick Arram Beverley Cottingham Seamer West Jn Seamer West SCUNTHORPE COTTAM POWER STATION Newark Crossing Hessle WEST BURTON POWER STATION Althorpe Ferriby Hessle Road Jn CASTLE NEWARK Trent East Jn

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks

Thorne North Potter

Whitwell Howden South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

Shireoaks Brancliffe Wressle Rawcliffe Jn Route 19 Jn Stainforth Hatfield & St Catherine's Jn Firbeck West Jn Firbeck West Bolsover Castle Park Oxcroft Kiveton Selby Potter Group Snaith Kirk Sandall Jn Kirk Sandall DONCASTER South Yorkshire Yorkshire South Stainforth Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton H CENTRALRotherham Central Jn Woodhouse B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell

Cross Gates Westgate South Jn Dodworth I Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram Weeton Batley Mirfield East Jn East Jn Morley Holbeck Shepley Stocksbridge Works Hathersage Mirfield South Yorkshire South Dewsbury

Horsforth Cottingley

Headingley Burley Park Bradley Jn Armley Jn Stocksmoor Ravensthorpe - United Engineering Steels Honley Brockholes Bradley Springwood Jn Bramley Wood Jn Holbeck West Jn Holbeck West Esholt Jn Menston Guiseley Bamford Berry Brow Lockwood Deighton Burley-in-Wharfedale Baildon Hope Ben Rhydding Shipley East Jn Apperley Jn New Pudsey HALIFAX

Greetland Jn EARLE SIDINGS Slaithwaite Shipley Jn West HUDDERSFIELD Jn Mill Lane Jn Marsden Dockfield Saltaire ILKLEY TUNSTEAD Bingley PEAK FOREST Edale Brighouse Dryclough Jn Crossflatts Jns DOWLOW Greenfield Route 20 Chinley STALYBRIDGE KEIGHLEY Milner Royd Jn Bridge SHIPLEY Mossley Sowerby BRADFORD Frizinghall BRADFORD Shipley South Jn Chinley INTERCHANGE BRIDGE HEBDEN Rylstone Branch South Jn Hall Royd Jn New Mills Mytholmroyd OLDHAM FORSTER SQUARE HINDLOW Route 20 BUXTON Cononley Route 23 Hazel Grove Jns Route 20 Steeton & Silsden Todmorden Valley Railway Valley SKIPTON Route 23 Route 20 Keighley & Worth Skipton Walsden Middle Jn PICCADILLY VICTORIA Littleborough MANCHESTER Jn Smithy Bridge

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

17 2.2 Services considered This RUS has drawn on a number of Regional The RUS considers all services that use Planning Assessments (RPAs). These these routes for part or all of their journeys strategies, published by the Department for to the extent necessary to achieve the route Transport, provide a medium-to-long-term utilisation objective – and includes appropriate planning framework and are the result analysis of those traffic generators outside the of extensive engagement between key scope area which have a significant effect on planning and development bodies in their the pattern of demand within it. respective areas: 2.3 Linkage to other studies and n East Midlands RPA workstreams (published in May 2007) In April 2008, Network Rail submitted an n Yorkshire and Humber RPA update to its Strategic Business Plan (SBP) to (published in June 2007) the ORR as part of the regulatory review for n North West RPA the railway Control Period 4 (2009 – 2014). (published in October 2006). ORR delivered its draft determination for this control period in June 2008. The Yorkshire The following more detailed rail strategies for and Humber RUS Draft for Consultation is specific areas have been published covering consistent with the draft determination in parts of the RUS area: respect of CP4, and any changes in the final n Greater Manchester Local Transport Plan determination will be incorporated within the (Greater Manchester PTE) final RUS. n South Yorkshire Rail Strategy This RUS has interfaces with the following (South Yorkshire PTE) – 2004 version, existing RUSs and those under development: currently under review n East Coast Main Line RUS, principally at n West Yorkshire Rail Plan 6 and between Doncaster and both Leeds (West Yorkshire PTE). and York

n Lancashire and Cumbria RUS, principally in respect of the Airedale and Calder Valley corridors

n East Midlands RUS, and the Strategic Rail Authority’s Midland Main Line RUS at Chesterfield and in Lincolnshire

n Freight RUS, throughout the RUS area

n Network RUS, principally in relation to long-distance flows

n North West RUS, principally in respect to the Calder Valley, Hope Valley and Huddersfield corridors.

18 The following have also provided valuable context for the RUS. Strategies addressing regeneration, inter-regional economic activity, sustainability and tourism issues were referred to during the planning process: n The Draft Regional Spatial Strategy n Regional Economic Strategy n Joint Northern Regional Development Agencies’ Northern Way n Greater Manchester Transport Innovation Fund (TIF) submission. 2.4 Assumptions During analysis, the following changes to services have been regarded as committed schemes, taking the December 2007 timetable as the base: n the recently implemented timetable change to increase services between London and Leeds n the introduction of an hourly Leeds – Nottingham service will take place from December 2008 n the Intercity Express Programme, to replace the HST fleet.

Further details are provided in Chapter 4. 2.5 Time horizon The RUS primarily considers the period 2009 – 2019. It does, however, look further into the future in line with the 30-year timescale adopted in the Government’s 2007 White Paper ‘Delivering a Sustainable Railway’ to identify factors which should influence development of the 10-year strategy.

19 3. Current capacity, demand and delivery

3.1 Train operators 3.1.4 Northern Rail At present, five franchised and two Open Northern Rail operates the majority of the Access passenger train operators and five services and stations in this area, and is the freight train operators run services over the only operator to run services in most of the lines covered by the RUS. These are: corridors. The Northern Rail franchise was formed in December 2004 and runs until 3.1.1 CrossCountry September 2013. The final two years of the CrossCountry operates long distance services franchise are subject to performance targets linking Scotland and the North East with the being met. East and West Midlands, the South West and the South Coast. The franchise commenced 3.1.5 First TransPennine Express in November 2007 and runs until April 2016. First TransPennine Express (TPE) operates The final two years and four months of the inter-urban services with limited stops, notably franchise are subject to performance targets across the Pennines from most principal being met. centres in the RUS area towards Manchester, as well as from Middlesbrough and Newcastle. 3.1.2 East Midlands Trains The key hubs for TPE in the RUS area are East Midlands Trains operates regular Doncaster, Leeds, Sheffield and York. The long-distance high speed services from current franchise was awarded in February Sheffield and Chesterfield to London St 2004 and runs until December 2012 with Pancras International with a small number an option for a further five-year extension of trains extended to/from Barnsley or Leeds. dependent on performance. It provides a service from Sheffield to the East Midlands, East Anglia, Manchester Piccadilly 3.1.6 Grand Central and Liverpool Lime Street. East Midlands Grand Central operates Open Access services Trains also operates a number of services in between King’s Cross and Sunderland via the the Lincoln area. The franchise commenced ECML and Eaglescliffe. in November 2007 and runs until April 2015. 3.1.7 Hull Trains The final 18 months of the franchise are Hull Trains operates Open Access services subject to performance targets being met. between King’s Cross and Hull via Doncaster 3.1.3 National Express East Coast and Selby. National Express East Coast (NXEC) is the 3.1.8 English Welsh and principal operator of long-distance high speed Scottish Railway (EWS) services from the RUS area to London King’s EWS is the largest freight operator in the UK Cross. In addition to the main East Coast operating services throughout Great Britain. Main Line (ECML) services from Leeds, It is organised into four market-based groups. NXEC provides links to London from Bradford, These are Energy (which includes coal), Harrogate, Hull and Skipton. The franchise Construction (which includes domestic commenced in December 2007 and runs until waste), Industrial (which includes metals March 2015. The final 15 months of the franchise and petroleum) and Network (which includes are subject to performance targets being met. international, automotive, intermodal, infrastructure and express parcels services).

20 3.1.9 Freightliner Leeds in particular is now a nationally Freightliner operates throughout Great Britain important location for a number of key tertiary and has two divisions. industries such as retail, education, telecoms, legal and financial services. The economy has Freightliner Limited is the largest rail haulier of been largely buoyant as a consequence of containerised traffic, predominantly from the this investment, and although some areas of deep sea market. deprivation still exist, they are less prevalent Freightliner Heavy Haul is a significant than in other parts of the RUS area. conveyor of bulk goods, predominantly coal, South Yorkshire has experienced a significant construction materials and petroleum, and programme of investment and redevelopment operates infrastructure services. over the last 10 years and economic growth 3.1.10 First GBRf has been accelerating markedly. The legacy First GBRf is an operator of container trains of the decline of the mining and steel industries and infrastructure services. They also run a means that a number of areas are relatively number of bulk market services, including coal, deprived; however, there is strong evidence gypsum and Royal Mail trains. that the economy of South Yorkshire 3.1.11 Direct Rail Services (DRS) is improving. DRS operates traffic for the nuclear industry. Outside the metropolitan counties the Over the past few years the company has population is relatively sparsely spread, expanded into the domestic and short sea although there are some larger clusters of intermodal markets, and some bulk traffic population, particularly in Hull and York. The including coal. demographics and economic performance 3.1.12 Fastline Freight of these areas vary significantly. York, for Fastline Freight operates intermodal services example, is particularly affluent with an to and from Doncaster Railport and is starting economy that is highly dependent on tourism, up coal operations. whereas Hull is less well off and the economy is made up of more traditional secondary and 3.2 Passenger market profile tertiary economic activity. 3.2.1 Population, demographics and the rail passenger market The rail passenger market is reflective of the The area covered by the RUS has a population diverse demographic characteristics of the of just over five million, of which around 70 RUS area, and the recent economic success percent is located within the West Yorkshire of the region. and South Yorkshire metropolitan counties, The overall number of passenger trips has with populations of 2.1 million and 1.3 million increased from around 39 million in 1998/99 respectively. The majority of this population to approximately 63 million in 2007/08, which is concentrated in the Leeds and Sheffield is a sizable increase of over 60 percent. conurbations. The largest increases have been in trips to

The main urban centres in West Yorkshire and from Leeds and Sheffield, which have have received significant commercial grown by around 78 percent and 66 percent investment over the last two decades and respectively. A significant proportion of this

21 is through increased commuting. Figure 3.1 n Long distance business and leisure below details the split of all passenger trips travel (cross-Pennine). Around 11 percent made in the RUS area in 2007/08 and Figure of passenger trips were made between the 3.2 shows the 10 busiest station-to-station RUS area and other stations on the TPE passenger flows. Rail usage in the RUS area network, such as Manchester Piccadilly, is split between three main markets: Liverpool Lime Street and Newcastle. Furthermore, Leeds – Manchester is the n Local travel (commuting and leisure). eighth busiest passenger flow in the scope The majority of passenger trips (62 of the RUS. percent) were made entirely within the RUS area, of which nearly half were n Other long distance business and during peak periods for the purpose of leisure travel. Approximately 22 percent commuting, and six of the ten busiest of passenger trips are made between individual station-to-station passenger the RUS area and other parts of the UK, flows are short-distance trips. predominantly London, the South East and the East Midlands.

Figure 3.1 – Summary of all passenger trips made (2007/08)

Area Annual passenger trips Proportion of total (million)

Within RUS area 38.9 62% RUS area to/from cross-Pennine area 7.1 11% RUS area to/from rest of UK 14.1 22% Through RUS area* 3.2 5% Total 63.3

Source: March 2007/08 LENNON data with an uplift for travel using PTE products *Based on RPA

Figure 3.2 – 10 busiest station-to-station passenger flows (2007/08)

All trips Within RUS area only

Two way station – Annual passenger Two way station – Annual passenger station flow journeys (000) station flow journeys (000)

Leeds – London termini 1,558 York – Leeds 1,120 York – Leeds 1,120 Huddersfield – Leeds 976 Huddersfield – Leeds 976 Horsforth – Leeds 695 York – London termini 883 Wakefield Westgate – Leeds 685 Sheffield – London termini 751 Guiseley – Leeds 598 Horsforth – Leeds 695 Shipley – Leeds 595 Wakefield W – Leeds 685 Bradford FS – Leeds* 558 Leeds – Manchester termini 681 Garforth – Leeds 557 Guiseley – Leeds 598 Ilkley – Leeds 539 Shipley – Leeds 595 Keighley – Leeds 514

Source: March 2007/08 LENNON data with uplift for travel using PTE products * Split between Bradford Forster Square and Bradford Interchange estimated using RPA demand matrices

22 The size and characteristics of the three main which is around 26 percent of the total. York, passenger markets mean that the majority of Sheffield and Doncaster are the next busiest passengers board, alight or interchange at one stations with 8 percent, 7 percent and of the large urban stations. Figure 3.3 below 4 percent of the total respectively. Overall the illustrates this. Leeds is by far the busiest 10 busiest stations account for nearly two station with over 16 million trips per annum, thirds of passenger demand in the RUS area.

Figure 3.3 – Split of passenger demand by station – 10 busiest

York 8%

Sheffield 7% Leeds 26% Doncaster 4%

Huddersfield 4%

Bradford FS 4%

Wakefield WG 3% Hull 2% Remaining 157 stations 38% Ilkley 2%

Meadowhall 2%

Source: RPA Demand Matrices

23 3.2.2 Peak train loadings Of the 92 train services that arrive in Leeds The rapid growth in the commuter market during the am peak in the 2007 timetable an has significantly increased the number of estimated 45 have more passengers than passengers travelling to and from the main seats available, and around 19 have more urban centres in the RUS area during peak passengers than the theoretical seating and periods. As a result a number of services are standing capacity of the rolling stock. This is operating at or beyond the seating capacity of equivalent to 49 percent and 21 percent of all the rolling stock, and in some cases the seating train services respectively, and on most lines plus standing capacity. The most densely loaded there are more passengers travelling than trains are those which serve Leeds or Sheffield. seats available for all Leeds arrivals between 08:00 and 08:59 (the high peak hour). On Figure 3.4 below shows the estimated train average, loads exceed the seating capacity loading for each train service arriving at Leeds when trains are a little over 20 minutes from between 07:00 and 09:59 (the am peak). 1 Leeds. The Calder Valley line has standing for Each coloured line represents one train in the longest amount of time with passengers the timetable and are coloured green when standing from Halifax (39 minutes from Leeds) seats are available, amber when the number on four peak services, and the Harrogate of passengers exceeds the number of seats, line has the greatest proportion of trains with and red when the number of passengers passengers standing (66 percent). exceeds the seating and standing capacity for the rolling stock type. The information is based on historical TOC passenger counts and has been updated to 2007/08 using WYPTE alighting passenger counts at Leeds station. National Express East Coast, CrossCountry and East Midlands Trains services have not been included. 2

1 For simplicity the am peak has been taken as representative of the pm peak The impact of committed services changes by these operators has been included in the development of options to reduce on train crowding

24 Figure 3.4 – Estimated 2007/08 passenger loadings for local and cross-Pennine services during the three-hour Leeds am peak

From Selby From From N. East From Trains arriving Leeds 07:00 – 09:59 Trains (excluding NXEC, XC & EMT) No standing Passengers standing In excess of capacity Number of lines: Key Church Fenton Church York From Hull From From Knottingley From E. GarforthE. Mickleeld Garforth Glasshoughton Crossgates Castleford Sheeld From Harrogate/York From Horsforth Woodlesford Normanton From Wakeeld From Kirkgate, Barnsley, Kirkgate, Headingley Burley Park Outwood Fitzwilliam Sandal & A. Wakeeld W. Wakeeld Leeds From Sheeld From Guiseley Menston From Ilkley From C’gley Batley Morley Mireld Ravensthorpe Shipley Dewsbury Bingley Saltaire Keighley Cross atts Deighton From Skipton/Carlisle From Bramley New Pudsey Hudderseld Halifax Bradford I. Bradford From Bradford F/S Bradford From From Calder Valley Calder From From From Manchester

Source: TOC and WYPTE passenger counts

25 Figure 3.5 below shows the estimated train Of the 41 services included in the analysis loading for each train service calling at Sheffield that arrive in Sheffield during the am peak between 07:00 and 09:59 (the am peak). The approximately 16 have more passengers information is based on TOC passenger counts, than the number of seats available. This is updated with SYPTE data when necessary. equivalent to 39 percent of the total, and the SYPTE believes that the pm peak may be average travelling time from Sheffield at which slightly busier, so data for this time period has services exceed the seating capacity is around been used as a proxy where appropriate. The 20 minutes. colour coding is the same as in Figure 3.4 and On the Barnsley line there are more southbound CrossCountry services have not passengers travelling than seats available on been included. 3 all trains that arrive during the high peak hour.

The impact of committed services changes by these operators has been included in the development of options to reduce on train crowding

26 Figure 3.5 – Estimated 2007/08 passenger loadings for local and cross-Pennine services during the three-hour Sheffield am peak

Trains arriving Sheffield 07:00 – 09:59 Trains (excluding XC & EMT) No standing Passengers standing In excess of capacity No data available Doncaster Number of lines: Key From Hull/Scunthorpe From From Worksop/Lincoln From Conisbrough Mexborough Swinton Rotherham Dron eld Goldthorpe Bolton-on-Dearne Sheeld Chester eld Meadowhall From East Midlands From From Leeds/Wake eld From Barnsley Elsecar Dore & Totley & Dore Wombwell Chapeltown Dodworth From Manchester From Silkstone From Hudders eld From

Source: TOC and WYPTE passenger counts

27 3.2.3 Long distance travel – cross-Pennine Stakeholders have recognised the strategic and other regional links importance of this route, particularly the Leeds The cross-Pennine (north and south) routes – Manchester flow. The recent Government form the main east – west rail arteries in the White Paper 4 has targeted an improvement in north of England, linking the main city regions this journey time as a priority for investment, west of the Pennines, namely Liverpool and other industry stakeholders have and Manchester, with Leeds, Sheffield, advocated the need for additional services Huddersfield, York, Hull, Cleethorpes and the as there is evidence to suggest that some North East. It is estimated that around 14.8 off-peak trains are loading at or beyond million passengers used these routes to travel seating capacity. to, from or within the Yorkshire and Humber The alternative route between Leeds and region in 2007/08, which is 23 percent of all Manchester via the Calder Valley is generally rail travel in the RUS area. The data from viewed as inferior to the cross-Pennine north section 3.2.1 shows that 7.1 million of these route, as the Leeds – Manchester journey trips were to or from the Yorkshire and Humber times are typically around one hour and 35 region. minutes, and the frequency is only two trains Figure 3.6 below illustrates the cross-Pennine per hour. route, the other key inter-regional rail links in The cross-Pennine south route between the north of England, and the approximate Manchester and Sheffield is also a priority hourly train frequency for each. for stakeholders as the current frequency of The core section of the cross-Pennine north around five trains every two hours is lower route between Leeds and Manchester has than for similarly sized conurbations elsewhere a frequency of four trains per hour and a in the north of England. typical journey time of around 50 minutes.

4 Delivering a Sustainable Railway Department for Transport, July 2007

28 Figure 3.6 – Inter-regional links (December 2007 timetable) Cleethorpes Scarborough Hull York South East Doncaster London and North East and Scotland Leeds London Sheffield Midlands and Bradford Huddersfield Airport London Manchester Manchester Midlands and Central Scotland Lancashire Cumbria and Cross-Pennine route Other inter-regional links 1tph 2 tph 3 tph 4 tph 6tph City region Liverpool Key

29 3.3 Freight market profile 3.3.2 Freight markets 3.3.1 Overview The main markets within the RUS area are Within the UK, rail’s market share has been described below. growing year on year, up from 10 percent to 12 Electricity Supply Industry (ESI) coal percent of total freight tonne kilometres (weight Coal remains the dominant fuel used for of freight multiplied by distance carried) in the generating electricity in the UK. With the 10 years following privatisation. Some of the continuing increase in gas and oil prices, busiest freight corridors in the UK are to be and the time required to build nuclear power found within the Yorkshire and Humber area, stations, it looks set to remain competitive particularly on the south bank of the Humber. for much of the RUS period. ESI coal flows A strategy for accommodating the forecast constitute a significant proportion of the freight freight traffic across the national network was carried in the RUS area. The largest are from set out in the Freight RUS, published in March ports (especially Immingham and Hunterston) 2007. The Freight RUS also highlighted a and from Scottish open cast sites (in Ayrshire number of “gaps” specific to the Yorkshire and and Fife) to the power stations at Drax, Humber RUS area, which are dealt with in Eggborough and Ferrybridge in Yorkshire, and Chapter 5. Cottam and West Burton in the lower Trent Valley. Coal also passes through the RUS area for Ratcliffe power station. The flows are shown in Figure 3.7

Figure 3.7 – Coal traffic

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Coal traffic Swineshead Route 8 (ECML)

Habrough Jn Goxhill HumberRd Jn

Ulceby

Stallingborough Heckington

I Habrough Ruskington Spalding F E Holland New A B C D H G Key Abbey

Metheringham

Thornton Barrow Haven Barrow

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn

BARNETBY BARTON-ON-HUMBER SLEAFORD PETERBOROUGH Wrawby Jn Rauceby Barkston Jns Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks CORUS SCUNTHORPE Kirton Lindsey

Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Thrumpton West Jn Saltmarshe

Gilberdyke Worksop Route 19 Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks

Thorne North Howden Potter Whitwell South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn Shireoaks

Brancliffe Wressle Rawcliffe Jn Route 19 Stainforth Hatfield & Jn St Catherine's Jn Firbeck West Jn Firbeck West Bolsover Castle Park Oxcroft Kiveton Snaith Selby Potter Group Kirk Sandall Jn DONCASTER Kirk Sandall South Yorkshire Yorkshire South Stainforth Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn Hensall Malton Conisbrough A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ulleskelf Jn N Ferrybridge Fenton Pontefract Church

Sherburn in Elmet Mexborough Jn Foxlow Jn Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton Woodhouse H CENTRALRotherham Central Jn B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Bolton- Swinton Barrow Hill Jn Castleford

YORK on-Dearne Tinsley Yard Tinsley

D Thurnscoe Moorthorpe Jn Moorthorpe South Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn CASTLEFORD Jn Holmes Dore South Jn CHESTERFIELD Dronfield BARNSLEY Barnsley Station Jn

Hammerton Normanton Cattal

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Elsecar Kirkgate Wakefield Dore Jn West Penistone Wombwell Wincobank Jn Jn

Woodlesford Nunnery Dodworth Westgate South Jn

Cross Gates Chapeltown

Knaresborough I Darton MEADOWHALL Main Line Dore LEEDS Starbeck Railway Dewsbury

Common Silkstone

SHEFFIELD Street Branch

WESTGATE Dore Station Jn WAKEFIELD Dale Grindleford

Whitehall Jn Route 8 (ECML) Park Denby HARROGATE Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram

Weeton Batley Morley Mirfield East Jn Shepley Hathersage East Jn Mirfield Holbeck Stocksbridge Works South Yorkshire South Dewsbury Horsforth Cottingley Bradley Jn Stocksmoor

Headingley Burley Park Armley Jn Ravensthorpe Honley - United Engineering Steels Brockholes Bramley Bradley Springwood Jn Wood Jn Holbeck West Jn Holbeck West Menston Guiseley Bamford Esholt Jn Berry Brow Lockwood Burley-in-Wharfedale Deighton Baildon Ben Rhydding Hope Shipley East Jn Apperley Jn HALIFAX New Pudsey Greetland Jn

HUDDERSFIELD EARLE SIDINGS Slaithwaite Shipley Jn West Jn Marsden Mill Lane Jn Saltaire Dockfield ILKLEY Brighouse Bingley Edale TUNSTEAD PEAK FOREST

Crossflatts Dryclough Jn Greenfield Jns DOWLOW STALYBRIDGE Route 20 Chinley SHIPLEY KEIGHLEY Bridge Milner Royd Jn Mossley Sowerby Frizinghall BRADFORD BRADFORD Shipley South Jn Chinley BRIDGE HEBDEN INTERCHANGE Rylstone Branch Mytholmroyd South Jn Hall Royd Jn New Mills OLDHAM FORSTER SQUARE HINDLOW Route 20 Cononley

Route 23 BUXTON Hazel Grove Jns Steeton & Silsden Route 20 Todmorden SKIPTON Valley Railway Valley Route 23 Route 20 Keighley & Worth Skipton Walsden Middle Jn Littleborough PICCADILLY VICTORIA Smithy Bridge MANCHESTER Jn

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

31 Intermodal RUS area are cleared to W8, allowing 8’ 6” The total volume of container traffic in the UK is high containers to be carried on standard deck increasing and rail is increasing its modal share height wagons. 9’ 6” high deep sea containers of this market. Deep sea containers are carried are increasingly favoured by shipping from Felixstowe, Southampton and Tilbury to companies, with the percentage arriving in the terminals in Yorkshire. Deep sea containers UK growing significantly in recent years. Due are also conveyed through the RUS area from to restricted loading gauge of less than W10, Southampton to Wilton (near Middlesborough). these larger containers can only be carried on There is also a smaller number of services for special wagons, which can limit the weight of European intermodal traffic, such as flows via the containers, and either have small wheels the Channel Tunnel to Wakefield Europort. The and consequent high maintenance costs, or type of containers that can be carried depends are much longer than the containers on the gauge of the overall end-to-end route. themselves, thereby using maximum train Some parts of the RUS area (together with length inefficiently. The various gauge profiles the ECML) are currently W9 gauge cleared, are shown in Figure 3.8. The intermodal routes allowing the European traffic described above are shown in Figure 3.9. to be carried. Many other routes within the

Figure 3.8 – Loading gauge envelopes

Key

GB+ GB GA W12 W10 W9 W8 W7 W6

Figure 3.9 – Intermodal container traffic

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing

Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Intermodal container traffic Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn

Goxhill HumberRd Jn Ulceby I

F E A Stallingborough B C D H

G Heckington

Habrough Ruskington Spalding New Holland New Key Abbey

Metheringham Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn

BARNETBY BARTON-ON-HUMBER SLEAFORD PETERBOROUGH Wrawby Jn Rauceby Barkston Jns Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks CORUS SCUNTHORPE Kirton Lindsey

Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks Thorne North Potter

Whitwell

South Grange Howden Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

Shireoaks Brancliffe Wressle Rawcliffe Jn Jn Route 19 Stainforth Hatfield & St Catherine's Jn Firbeck West Jn Firbeck West Bolsover Castle Park Oxcroft Kiveton Selby Potter Group Snaith DONCASTER Kirk Sandall Jn South Yorkshire Yorkshire South Kirk Sandall Stainforth Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton Woodhouse H CENTRALRotherham Central Jn B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell Westgate South Jn Cross Gates I Dodworth Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Horsforth Cottingley Bradley Jn

Headingley Burley Park Armley Jn Stocksmoor Ravensthorpe - United Engineering Steels Honley Brockholes Bradley Springwood Jn Bramley Wood Jn Holbeck West Jn Holbeck West Esholt Jn Menston Guiseley Bamford Berry Brow Lockwood Deighton Burley-in-Wharfedale Baildon Hope Ben Rhydding Shipley East Jn Apperley Jn HALIFAX Greetland Jn

New Pudsey EARLE SIDINGS Slaithwaite Shipley Jn West HUDDERSFIELD Jn Mill Lane Jn Marsden Dockfield Saltaire ILKLEY TUNSTEAD Bingley PEAK FOREST Edale Brighouse Dryclough Jn Crossflatts Jns DOWLOW Greenfield Route 20 Chinley STALYBRIDGE KEIGHLEY Milner Royd Jn Bridge SHIPLEY Mossley Sowerby Frizinghall BRADFORD Shipley South Jn BRADFORD Chinley BRIDGE HEBDEN Rylstone Branch INTERCHANGE South Jn Hall Royd Jn New Mills Mytholmroyd OLDHAM HINDLOW FORSTER SQUARE Route 20 BUXTON Cononley Route 23 Hazel Grove Jns Route 20 Steeton & Silsden Todmorden Valley Railway Valley SKIPTON Route 23 Route 20 Keighley & Worth Skipton Walsden Middle Jn PICCADILLY VICTORIA Littleborough MANCHESTER Jn Smithy Bridge

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

Figure 3.10 – Construction and aggregates traffic

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

Habrough Jn

Goxhill HumberRd Jn Ulceby

I Stallingborough

E A B C D H Heckington G

Habrough Ruskington Spalding New Holland New Key Abbey

Metheringham Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn

BARNETBY BARTON-ON-HUMBER SLEAFORD PETERBOROUGH Wrawby Jn Rauceby Barkston Jns Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks CORUS SCUNTHORPE Kirton Lindsey

Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks Thorne North

Potter

Whitwell Howden South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton

CENTRAL Woodhouse H Rotherham Central Jn F

B Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell

Cross Gates Westgate South Jn I Dodworth Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram Weeton Batley Mirfield East Jn East Jn Morley Holbeck Shepley Hathersage Mirfield South Yorkshire South Stocksbridge Works - Dewsbury

Horsforth Cottingley Bradley Jn

Headingley Burley Park Armley Jn United Engineering Steels Stocksmoor Ravensthorpe Honley Brockholes Bradley Springwood Jn Bramley Wood Jn Holbeck West Jn Holbeck West Esholt Jn Menston Guiseley Bamford Berry Brow Lockwood Deighton Burley-in-Wharfedale Baildon Hope Ben Rhydding Shipley East Jn Apperley Jn HALIFAX Greetland Jn

New Pudsey EARLE SIDINGS Slaithwaite Shipley Jn West HUDDERSFIELD Jn Mill Lane Jn Marsden Dockfield Saltaire ILKLEY TUNSTEAD Bingley PEAK FOREST Edale Brighouse Dryclough Jn Crossflatts Jns DOWLOW Greenfield Route 20 Chinley STALYBRIDGE Milner Royd Jn KEIGHLEY Bridge SHIPLEY Mossley Sowerby Frizinghall BRADFORD Shipley South Jn BRADFORD Chinley BRIDGE HEBDEN Rylstone Branch INTERCHANGE South Jn Hall Royd Jn New Mills Mytholmroyd OLDHAM HINDLOW FORSTER SQUARE Route 20 BUXTON Cononley Route 23 Hazel Grove Jns Route 20 Steeton & Silsden Todmorden Valley Railway Valley SKIPTON Route 23 Route 20 Keighley & Worth Skipton Walsden Middle Jn PICCADILLY VICTORIA Littleborough MANCHESTER Jn Smithy Bridge

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

Figure 3.11 – Metals and petroleum traffic

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn Goxhill Humber

Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Metals and petroleum traffic Rd Jn

Ulceby

Stallingborough Heckington

Habrough Ruskington Spalding New Holland New I F E A B C D H G Abbey

Metheringham Barrow Haven Barrow Thornton Key

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn

BARNETBY BARTON-ON-HUMBER SLEAFORD PETERBOROUGH Wrawby Jn Rauceby Barkston Jns Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks Kirton Lindsey

CORUS SCUNTHORPE Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks Thorne North Potter

Whitwell

South Howden Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton H CENTRALRotherham Central Jn Woodhouse B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell

Cross Gates Westgate South Jn Dodworth I Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram Weeton Batley Mirfield East Jn East Jn Morley Holbeck Shepley Hathersage Mirfield South Yorkshire South Stocksbridge Works - Dewsbury

Horsforth Cottingley Bradley Jn

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

35 Construction Metals and petroleum There are a number of aggregate services that Metals flows are significant in the area with spend at least part of their journey within the both imported ore and finished steel traffic on RUS area, including services from Tunstead, south Humberside, further steel activity Peak Forest, Dowlow and Hindlow to a range in South Yorkshire and through traffic to/from of destinations – many of them in the North Teeside. Petroleum flows account for relatively West, but also including Leeds and south-east lower volumes, with 10 – 12 loaded trains per England. There are also flows from Rylstone day originating in the Humber area. There (near Skipton). Significant flows of sand traffic are also scrap metal flows in and through the pass from Middleton Towers to Barnby Dun, area to and from a number of terminals. The Monk Bretton and Goole. Domestic waste is metals and petroleum routes are shown in conveyed from Manchester to Roxby Gullet. Figure 3.11. The construction routes are shown in the map in Figure 3.10.

Figure 3.12 – Current freight trains per day on sections of the network

Key

0 – 4tpd 5 – 9tpd 10 – 19tpd 20 – 29tpd 30 – 39tpd 40 – 49tpd over 50tpd

YORK

Hull Immingham

Source: Network Rail Freight RUS. The data comes from ACTRAFF.

Other traffic 3.3.3 Current freight demand in the Automotive, network services (general Yorkshire and Humber RUS area merchandise wagonload), premium logistics Figure 3.12 shows current freight usage of key and power station waste all generate smaller sections of the route. The data covers the base flows. Network Rail’s own engineering trains year of the Freight RUS of 2004/05 and some also run along the routes in the RUS area to updated data to reflect 2007 demand. All data support infrastructure maintenance, renewal is for trains per day in one direction. It can be and enhancement activities. seen that the heaviest freight flows are around Immingham, although there is a significant level of use over much of the RUS area.

36 Figure 3.13 – Freight terminals

Metals/petroleum/ oil/chemicals Intermodal containers

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn Goxhill HumberRd Jn

Ulceby

Stallingborough Heckington

Habrough Ruskington Spalding New Holland New Abbey Metheringham

Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Coal Construction/aggregates Waste Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn BARNETBY I F E A B C D H G SLEAFORD Freight terminal types PETERBOROUGH Key Wrawby Jn Rauceby Barkston Jns WELTON Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 BARTON-ON-HUMBER GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & Hull Docks Roxby CORUS SCUNTHORPE Kirton Lindsey

Landfill site Swinderby NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks Thorne North

Potter

Whitwell Howden South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

DRAX POWER STATION

SELBY

Decoy Jns Decoy

Bridge Jn Bridge Applehurst Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton

CENTRALRotherham Central Jn Woodhouse F

B Masborough Jn

Woodhouse Jn Route 19

North Jn North

Swinton Barrow Hill Jn Bolton-

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk Bretton

Garforth Hunslet East branch Horbury Jn Wakefield Kirkgate Jns Elsecar Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell

Cross Gates Westgate South Jn Dodworth Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway Dewsbury LEEDS

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram Weeton Batley Mirfield East Jn East Jn Morley Holbeck Shepley Hathersage Mirfield South Yorkshire South Stocksbridge Works - Dewsbury

Horsforth Cottingley Bradley Jn

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden

37 Figure 3.13 shows the active freight terminals 3.4.1 Planning headways in the area – these are detailed in Appendix 1. The planning headway is a measure of how closely (in time) one train can be timetabled Freight services require more reserved paths to follow another. Within the RUS area, in the Working Timetable (WTT) than are headways vary from 2.5 minutes on the actually used, to permit operational flexibility. western approaches to Leeds station, to 8.5 Unlike passenger services, for most freight minutes beyond Skipton, and even more on market sectors if there is little or no demand some single line sections. Most notable of the for a freight service it does not run. The Freight single lines are the section of the Wolds Coast RUS contains a national analysis of path between Bridlington and Seamer, the section utilisation and an explanation of the key factors between Grimsby Town and Cleethorpes, in each market sector. the Harrogate line between Poppleton and The Freight Operated Companies (FOCs) are Knaresborough, the Penistone line between engaged in a number of initiatives to improve Barnsley and Huddersfield, the “freight only” path take-up and efficiency of operations. EWS South Yorkshire Joint Line (between St. has developed the concept of the “Big Freight Catherine’s Junction and Dinnington Junction) Railway”, the purpose being to maximise use and the section between Dore station junction of each path on the network. The key focus is and Dore west junction. Single lines restrict on running trains which are longer, heavier and the number of services that can run and are potentially in some cases bigger (both in width generally a performance risk. and height). There are a number of lines where the 3.4 Yorkshire and Humber headways vary along the route. In some rail network cases, this suits the service pattern and The principal infrastructure and rolling stock rolling stock type. However, in others, it can characteristics that have been analysed limit capacity, reducing the ability to change to establish the current route capacity and the timetable, recover from perturbation, and capability are: use as a diversionary route. This is the case along the Calder Valley. Figure 3.14 shows the – planning headways planning headways across the RUS area. – linespeeds

– junction speeds

– electrification

– loop lengths

– rolling stock types

– platform lengths

– station facilities

– car parking

– integration with other public transport modes

– rolling stock depots and stabling

– loading gauge

– route availability.

38 Figure 3.14 – Planning headways

2 min 2 ½ min 3 min 3 ½ min 4 min 4 ½ min 5 min 5 ½ min 6 min 6½ min 8 min 8½ min AB (Absolute Block) Single line

CLEETHORPES New Clee New

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn Goxhill HumberRd Jn

Ulceby

Stallingborough Heckington

Habrough Ruskington Spalding New Holland New Abbey

Metheringham Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns

Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) Brocklesby Jn Pelham Street Jn

BARNETBY

ON-HUMBER BARTON- SLEAFORD I F E A PETERBOROUGH B C D H G Wrawby Jn Rauceby

Key Barkston Jns Pyewipe Jn LINCOLN CENTRAL West Holmes Jn

Ancaster Route 19 GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn

Hykeham Newark Crossing Jns Nottingham Branch Jn Saltend & HullDocks CORUS SCUNTHORPE Kirton Lindsey

Swinderby Roxby Landfill site NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks

Thorne North Howden Potter Whitwell South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton H CENTRALRotherham Central Jn Woodhouse B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell I Cross Gates Westgate South Jn Dodworth Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram

Weeton Mirfield Batley East Jn Morley Holbeck Shepley Mirfield East Jn Hathersage South Yorkshire South Stocksbridge Works - Dewsbury Cottingley

Horsforth Bradley Jn

New Pudsey EARLE SIDINGS Slaithwaite Shipley Jn West HUDDERSFIELD Jn Mill Lane Jn Marsden Dockfield Saltaire ILKLEY TUNSTEAD Bingley PEAK FOREST Edale Brighouse Dryclough Jn Crossflatts Jns DOWLOW Greenfield Route 20 Chinley STALYBRIDGE Milner Royd Jn Bridge KEIGHLEY SHIPLEY Mossley Sowerby Frizinghall BRADFORD Shipley South Jn BRADFORD Chinley BRIDGE HEBDEN Rylstone Branch INTERCHANGE South Jn Hall Royd Jn New Mills Mytholmroyd OLDHAM HINDLOW FORSTER SQUARE Route 20 BUXTON Cononley Route 23 Hazel Grove Jns Route 20 Steeton & Silsden Todmorden Valley Railway Valley SKIPTON Route 23 Route 20 Keighley & Worth Skipton Walsden Middle Jn PICCADILLY VICTORIA Littleborough MANCHESTER Jn Smithy Bridge

ROCHDALE Rochdale East Jn MANCHESTER Route 20 Route 20 Route 20 Northenden Where there are two colours side by side: Left hand/top colour = Up direction Right hand/bottom colour = Down direction The data was collated from Rules of the Plan and produced by Network Rail for the Yorkshire and Humber Route Utilisation Strategy Yorkshire The data was collated from Rules of the Plan and produced by Network Rail for

39 3.4.2 Linespeeds conurbations such as Strathclyde or the West The prevailing linespeed on most route Midlands. Through the middle of the area sections is between 50mph and 75mph. All runs the electrified East Coast Main Line, with of the passenger rolling stock, however, is the associated electrified route connecting capable of at least 75mph, with the electric Doncaster to Leeds. Additionally, the Airedale units and the interurban diesel units capable and Wharfedale routes from Leeds to Bradford of 90mph and above. There are a number Forster Square, Ilkley and Skipton provide of routes along which the linespeed varies. a compact local electrified network. There This can be inefficient in terms of capacity are almost no electrified diversionary options and journey time, depending on unit types available. The relatively small electrified route and stopping patterns. This is especially true mileage means that there are currently few for the interurban services, which do not economies of scale for the electric train fleet. stop as regularly as local services. Notable 3.4.5 Rolling stock types sections where higher linespeeds could result Passenger services are operated by quite a in significant journey time savings include the wide variety of rolling stock types. The majority Calder Valley line and the route from Sheffield of fast cross-Pennine services are formed to Grimsby via Doncaster, although in the latter of high acceleration Class 185 units with case the ability to achieve faster paths would Class 170s working the remainder. Most local be dependent on the overall traffic mix. and other regional services are operated by Freight traffic can be constrained by differential various types of Sprinter rolling stock (Classes linespeeds throughout the RUS area. There 150, 153, 155, 156 and 158) and Pacers (142 are a number of route sections where freight and 144) whilst electric local services are trains have to operate at substantially lower operated by Class 333s and a few Class 321s. speeds than their passenger counterparts. Long-distance services to/from London are Equally, there are a number of specific operated by Class 91 electric locomotives and structures in the RUS area which necessitate mark IV coaches, High Speed Trains (Class 43 a specific reduction in speed for some or all diesels), and Class 222 and 180 diesel trains. freight traffic. Most services through the area connecting the North East and Scotland with the Midlands 3.4.3 Junction turnouts and South West are operated by Class 220 Many of the junction turnout speeds are and 221s. 30mph and below. Deceleration from linespeed and subsequent acceleration back to Most freight services are operated by Class 66 linespeed after crossing a junction costs time diesels though some of the heaviest trains use and capacity. In some cases, the requirement Class 60s. for approach control signalling impacts journey 3.4.6 Loop lengths time and decreases capacity further. Capacity None of the loops in this area is long enough is also constrained by “single lead junctions” to take the longest 775-metre freight trains. (where parallel movements between trains on Where there are substantial lengths of and off the diverging route are not possible), mixed-use double track, either without loops which also cause performance problems. or with only loops of limited length, the For freight trains in particular, the time taken inability for passenger trains to pass slower to decelerate and return to full speed can moving freight services (or vice versa) is be significant, with attendant impact on line both a constraint on capacity and adversely capacity as well as on fuel consumption. affects performance. This is most acute on 3.4.4 Electrification the north and south cross-Pennine routes, There is relatively limited electrification within where limited-stop interurban services share the RUS area when compared with other the route with substantial freight and, in some

40 places, stopping passenger operations. 3.4.9 Car parking Other examples are Doncaster – Brocklesby, Most stations within the RUS area provide at Doncaster – Hare Park, Gascoigne Wood – least a small number of car parking spaces Hull and Rotherham – Doncaster/Moorthorpe. with substantial provision at larger locations such as Sheffield. Generally, non-provision A number of loops are sometimes used to is restricted to small urban stations where allow faster trains to pass stopping services realistically most passengers would arrive on during perturbation. Often these are located as foot, and without costly land purchase there is a result of historic traffic flows and hence may no space where parking could be created. not be ideally suited to the requirements of today’s service patterns. An example is A significant number of stations within the at Diggle where the loop does not have the Passenger Transport Executive areas right signalling arrangements to make use offer free parking as an incentive to public of it by passenger trains. transport use, but elsewhere charges are generally made. Whilst comprehensive survey 3.4.7 Platform lengths information does not exist, there is a general Apart from major stations such as Leeds and perception that at stations with a frequent Sheffield, platforms across the RUS area are train service and good highway access, car largely a mixture of two-, three-, and four-car parks fill early. As such, it is likely that demand lengths. In some cases platform lengths vary for off-peak travel is currently constrained along a line of route, which means either the by limitations in car park capacity, although train length is constrained by the shortest in some cases suitable alternative parking platform, or stopping patterns have to vary may be available beyond the immediate according to train length. Often the shortest station area. The car parks at Chesterfield, platforms are on the periphery of the RUS Meadowhall and Swinton stations, for area (for example, some smaller stations on example, are known to be currently operating the Cleethorpes to Barton-on-Humber route at capacity. cannot fully accommodate all types of modern two-car train). 3.4.10 Integration with other public transport modes A particular issue exists on some routes in There are a number of locations where the South and West Yorkshire where increasing railway intersects or runs close to other demand gives rise to a need for trains of at modes of public transport. In the Sheffield least four-car length but many stations are of area, interchange with the Supertram system a lesser size. The present rolling stock fleet is especially important, as this network gives does not generally provide for selective door easy access to multiple destinations in and opening, which can sometimes provide an around the city. There are two main locations alternative to platform lengthening at the more where Supertram interacts most closely with lightly used stations. the rail network, namely at Sheffield and 3.4.8 Station facilities at Meadowhall, where stops are located Large, busy stations such as Leeds and immediately adjacent to the main-line stations. Sheffield have a comprehensive range of At Sheffield, Meadowhall, Barnsley and passenger amenities. Those at medium and Doncaster, high-quality rail/bus interchanges small stations are more variable. For example, are available, with comprehensive facilities Wakefield Kirkgate is very limited in terms provided by South Yorkshire PTE. Research in of passenger facilities, despite its city centre South Yorkshire indicates that 20 to 25 percent location. There are many small, relatively lightly of rail users use the bus at one or both ends of used stations in suburban and rural areas which their rail trip, even at local stations. are entirely unstaffed and as a result offer only basic waiting and information facilities.

41 There is a similar West Yorkshire PTE n Most Northern Rail depots and stabling interchange at Bradford Interchange. points are either at or close to capacity, which raises a significant issue given that Many more minor rail/bus interfaces exist the DfT Rolling Stock Plan envisages around the RUS area, including that at Barton- the fleet will increase by 24 Electric on-Humber, allowing rail passengers from the Multiple Unit (EMU) vehicles and 158 south bank of the Humber to access buses to Diesel Multiple Unit (DMU) vehicles by travel over the Humber Bridge into Hull. 2014. It appears that it will be essential to 3.4.11 Rolling stock depots and stabling concentrate maintenance activity at Neville Northern Rail has rolling stock depots at Hill and Newton Heath (Manchester), Hull Botanic Gardens, Leeds (Holbeck), thereby increasing the need for stabling Leeds (Neville Hill), Sheffield and Skipton and servicing at other locations. whilst TPE has depots at Cleethorpes and n Neville Hill is likely to be used in York. Additionally, there is overnight stabling connection with trial running of the Intercity of rolling stock in stations at Bridlington, Express Programme fleet, which will place Doncaster, Cleethorpes, Ilkley, Harrogate, further pressure on the depot’s capacity. Huddersfield, Hull, Leeds, Lincoln, Scarborough and York. 3.4.12 Loading gauge Loading gauge is the profile for a particular route Neville Hill also has a depot operated by East within which all vehicles or loads must remain Midlands Trains, which provides facilities for such that sufficient clearance is available at all several long-distance high speed operators in structures. In the UK, it typically ranges from the area. W6 (the most restrictive) to W12 (the most Crofton Depot, operated by Bombardier generous). See Figure 3.8. Transportation, provides facilities for Hull In the RUS area, gauge ranges from W6 to Trains, TPE and CrossCountry and is currently W9, but is predominantly W8 or below. As can at capacity. be seen in Figure 3.15 in the small area where There are other important depots outside W9 is available, for the most part clearance the RUS area which are used by services exists on only one route. Consequently, if this operating within it, for example Ardwick route is unavailable, alternative options for W9 (Manchester) and Central Rivers (Burton-on- traffic are not readily available. The current Trent). pattern of gauge across the RUS area is a A strategic solution to the future provision constraint on freight use. The absence of W10 of adequate depot and stabling facilities is gauge (which would allow 9’ 6” containers to a network-wide issue and will therefore be be conveyed on standard-height wagons) is a considered as part of the Network RUS. The serious limitation on rail’s attractiveness in the major capability and capacity limitations within intermodal container market. Even the primary the existing facilities are described below: east – west route across the Pennines is restricted to W8 traffic. n Rail access to and egress from Neville Hill depot is inflexible, which can cause The mixture of gauges means diversionary performance delays on the main line if there routes can often be long and circuitous, or are problems at the depot. Development trains have to be cancelled when the main work is progressing on a potential scheme route is unavailable. For example, whilst the to provide an additional access to the depot route across the Pennines via Huddersfield from the Leeds direction, an additional loop and Stalybridge is cleared for W8 traffic, the facility, and the electrification of further lines other two routes (Calder Valley and Hope within the depot. Valley) are only cleared for W7 traffic.

42 Figure 3.15 – Loading gauge

W6 W7 W8 W9 W10

CLEETHORPES New Clee New Gauges

SKEGNESS Grimsby Docks Grimsby

Havenhouse

BOSTON

Jn Wainfleet GRIMSBY TOWN GRIMSBY Marsh DOCKS

IMMINGHAM Great Coates Great Hubberts Bridge Healing Thorpe Culvert Swineshead Route 8 (ECML)

Habrough Jn Goxhill HumberRd Jn

Ulceby

Stallingborough Heckington

Habrough Ruskington Spalding New Holland New Abbey

Metheringham Barrow Haven Barrow Thornton

Market Rasen Sleaford Jns Brocklesby Jn Pelham Street Jn BARNETBY SLEAFORD Eggborough Power Station Pontefract Monkhill Kirkgate Wakefield Streethouse Featherstone Tanshelf Pontefract Glasshoughton Ferrybridge Power Station Leeds (Stourton) PETERBOROUGH Wrawby Jn Rauceby Barkston Jns I F E A B C D H G Pyewipe Jn LINCOLN CENTRAL West Holmes Jn Key

Ancaster Route 19 BARTON-ON-HUMBER GRANTHAM Brigg Trent Jn Trent Saxilby Boultham Jn Newark Crossing Jns Roxby Hykeham Nottingham Branch Jn Saltend & Hull Docks Landfill site CORUS SCUNTHORPE Kirton Lindsey

Swinderby NEWARK

HULL GAINSBOROUGH ROAD LEA NORTH GATE NORTH

West Parade Jns Collingham Texas Utilities Texas

Brough Trent West Jn Clarborough Jn RETFORD Broomfleet Jn Route 19 Retford Crowle Western

Thrumpton West Jn Saltmarshe Worksop Route 19 Gilberdyke Jn NOTTINGHAM East

GOOLE Woodend Jn Route 8 (ECML) Eastrington Shireoaks Gilberdyke Jn West Jn West Jn Shireoaks Thorne North

Potter

Whitwell Howden South Grange Thorne Oxcroft Disposal Point Harworth Colliery

Thorne Jn

Black Carr Jn Carr Black East Jn

SELBY Decoy Jns Decoy

DRAX

POWER Jn

Bridge Jn Bridge STATION Jn Applehurst

Adwick Selby Jns Selby

Route 8 (ECML) Templehurst Jn Joan Croft Jn Croft Joan Bridge Kiveton Dinnington Jn Beighton Jn Jn

Hensall Conisbrough Malton A Jns Hall Lane Jn

Knottingley Bentley Whitley Bridge Whitley Jns

Hambleton

Knottingley

Route 8 (ECML) ADWICK Mexborough Ferrybridge N Jn N Ferrybridge Pontefract

Sherburn in Elmet Mexborough Jn Foxlow Jn Fenton Ulleskelf Church Colton Jn Milford Jn Baghill Swinton Alfreton

AldwarkeROTHERHAM Jn Jn Tapton H CENTRALRotherham Central Jn Woodhouse B

F Masborough Jn

Woodhouse Jn Route 19

North Jn North

Jn E

Swinton Barrow Hill Jn Bolton- Castleford

YORK on-Dearne Tinsley Yard Tinsley

Thurnscoe South Jn Moorthorpe Goldthorpe Kirkby Jn

Skelton Jn G

Route 19 South Milford MOORTHORPE Darnall

Poppleton Turner Lane Jn Hare Park Junction Jn Micklefield Royston Drift Mine C

Calder Bridge Jn Woodburn Jn Holmes CASTLEFORD Dore South Jn CHESTERFIELD Dronfield Barnsley Station Jn Hammerton BARNSLEY Cattal Normanton

East Garforth Monk

Garforth Bretton Horbury Jn Hunslet East branch Jns Kirkgate Elsecar Wakefield Wincobank Jn Jn Dore Jn West

Penistone Nunnery Wombwell I Cross Gates Westgate South Jn Dodworth Knaresborough Woodlesford Chapeltown Darton MEADOWHALL Main Line Dore

Starbeck Railway LEEDS Dewsbury

Street Branch

Common Silkstone

WESTGATE SHEFFIELD Dore Station Jn WAKEFIELD Dale

Whitehall Jn Route 8 (ECML) Denby Grindleford HARROGATE Park Jns Leeds West Hornbeam Pannal Thornhill LNW Jn Supertram Weeton Batley Mirfield East Jn East Jn Morley Holbeck Shepley Hathersage Mirfield South Yorkshire South Stocksbridge Works - Dewsbury

Horsforth Cottingley Bradley Jn

Rochdale East Jn ROCHDALE MANCHESTER Route 20 Route 20 Route 20 Northenden The data was collated from Rules of the Plan and produced by Network Rail for the Yorkshire and Humber Route Utilisation Strategy Yorkshire The data was collated from Rules of the Plan and produced by Network Rail for

43 3.4.13 Route Availability evaluation of specific options for changes to The Route Availability (RA) of a specific route services or infrastructure requires modelling is determined by the carrying capability of work to be carried out at a more detailed both its structures and its track. Most of the level. Key constraints are described in Section RUS area is RA7 – RA9, although the Wolds 3.5.3, whilst the detailed analysis appears in Coast line between Hull and Seamer is of Appendix 3 on the Network Rail website. lower Route Availability. However, traffic up to 3.5.2 Performance RA10 operates over specified sections of the Performance is known to correlate with routes subject to certain speed restrictions. capacity utilisation and also a number of key Each such train that exceeds the RA of the factors such as restrictive layouts, single lines route requires special permission to run, and and short turnarounds, the specifics of which cannot be diverted from the specified path are discussed in the next section in respect of without additional authorisation, which reduces each of the main corridors in the RUS area. flexibility during perturbation. A major influence beyond the immediate RUS area is the “Manchester Hub”, which, due 3.5 Use of the network to its complex connectivity between routes, 3.5.1 Route utilisation and congestion means that delays can have far-reaching Route capacity is limited by a combination of a and persistent effects over a wide area. Key number of infrastructure features: hot-spots within the hub are Salford Crescent, Manchester Piccadilly and Manchester n plain line, where faster trains will catch Victoria, due to the high capacity utilisation and up with slower trains the number of conflicting moves. n junctions, where conflicting moves Similarly, Nottingham station has an influence limit capacity on performance in the RUS area because of n station platforms, where the next train the impact on the Norwich – Liverpool service cannot arrive until the previous one has and (from December 2008) the Nottingham departed. – Leeds service.

The rail industry has developed a measure of The Train Operating Companies, with the level of congestion on the network, known support from Network Rail, continuously as the Capacity Utilisation Index (CUI). The strive to optimise their performance within CUI is a measure of how much of the available the constraints of the route. The (franchise- capacity on a section of line is used by the wide) Public Performance Measure (PPM) for train service. Although it cannot take account TPE improved from 87.53 percent in 2005/06 of every factor that impacts upon congestion at to 89.37 percent in 2006/07. The equivalent a local level, the CUI is based upon: figures for Northern Rail are 86.46 percent in

n route characteristics (eg. number of 2005/06 and 87.30 percent in 2006/07. lines, etc) From the start of Control Period 4, the FOCs

n the number of trains in the timetable will be the subject of a Freight Performance Measure (FPM) that will provide quantifiable n the order in which trains are timetabled and data equivalent to the Public Performance their mix of speeds Measure applicable to passenger operators. n planning headways. Analysis has been undertaken to identify those Whilst CUI is a useful measure, it is of locations that suffer performance problems limited value as a planning tool since it does caused by “RUS issues”, ie. those issues that not include all the factors that need to be can not easily be dealt with through established considered to make a timetable work and industry processes.

44 Reactionary delays were used as the main delays recorded. At a somewhat lesser level measure of performance. Reactionary delay is the line serving Rotherham Central, with gives an indication of the impact that a its single track pinch-point between Holmes delayed train has on other services due to it Junction and Rotherham Central Junction. not running in its timetabled path. This often At a number of locations on the route, short leads to other trains also not running on time. turnarounds at terminal destinations allow little Reactionary delays thus provide a measure time to recover from earlier delays. Particular of timetable and infrastructure resilience. examples of this are Rochdale, previously In particular, reactionary figures indicate mentioned, and Huddersfield, although delays how accommodating the timetable and are significantly lower here. infrastructure are of any unplanned disruptive 3.5.3 Constraints by corridor events, and how quickly the timetable can Harrogate corridor recover once the root cause of the individual Services on this route are currently limited by disruptive event has been resolved. A more the lengthy signalling sections between Leeds detailed methodology (Appendix 3) appears on and Harrogate and the presence of single-line the Network Rail website. sections on the Knaresborough – York section. The geography of the railway in the Yorkshire In addition, train length is constrained by the and Humber RUS area is such that services four-car platform length at Knaresborough from all over the area tend to head into or pass which cannot be lengthened. through the hubs around Leeds, Sheffield and Leeds – Scarborough/Hull corridor Doncaster. Due to the congested nature of Capacity to the east of Leeds is limited by the these hubs, services interact in such a way fact that much of the route is double track only that a delayed train from one area can cause and is required to handle a mixture of stopping delays to trains going to other areas, and and longer distance passenger trains as well hence cause additional reactionary delay. This as a variety of freight services. Whilst there effect is accentuated by the surrounding busy is a small amount of four-tracking between flat junctions, which increase the likelihood of Marsh Lane and Neville Hill depot, this is delay from one corridor impacting on services heavily used by trains proceeding to and from on other corridors. Notable among these the depot. junctions are Whitehall Junction (Leeds), Sheffield and Swinton. Also identified as a Huddersfield corridor major source of reactionary delay is Rochdale, Trains to and from Stalybridge bay platform but this is centred on the fact that Oldham and between Huddersfield and Manchester Loop trains are regarded as terminating there Victoria must cross the layout at Stalybridge at before starting their forward journey. only 15mph. This reduces capacity, can affect performance and impacts on journey times. Sheffield station undoubtedly suffers from a Between Stalybridge and Huddersfield, the mix track and signalling layout originally designed of fast and slow passenger services with freight at a time when train operating patterns were trains uses up significant capacity on this route. significantly different and is handicapped by The lack of convenient turnback facilities for the fact that not all through platforms are fully passenger trains inhibits the ability to operate bi-directional. short-distance local services which would There are a number of single lines that can economically increase frequency on the busiest accentuate reactionary delay due to the sections and deal with peak overcrowding. difficulty in regulating trains on and around The W8 loading gauge constrains the growth them. Notable among these is the section of intermodal freight, whilst the short loops between Dore station junction and Dore west at Marsden, Diggle and Stalybridge are a junction with very substantial reactionary constraint to freight traffic in general.

45 Barnsley/Pontefract corridor Airedale/Wharfedale corridor These lines have experienced growth in This group of lines has experienced strong passenger and freight demand, but development growth in recent years, but the ability to handle has been restricted (in the case of stopping further expansion is limited by the existing passenger services) by the need to reverse track layout and signalling as well as limited at Castleford, where there is only one usable platform lengths at a number of stations. In platform. However, semi-fast Sheffield particular, the triangular layout at Shipley – Barnsley – Leeds services which avoid restricts scope for platform lengthening at Castleford have been introduced, and further reasonable cost. It is also likely that further services (extending to/from Nottingham) will expansion of electric operation would require a commence in December 2008. For freight, an significant upgrade of traction power supply. increasing constraint is the fact that much of the The Airedale corridor is also significant for infrastructure is limited to the W8 loading gauge. freight, but growth is constrained by line Calder Valley corridor capacity and loading gauge. The Calder Valley corridor serves Bradford Hope Valley corridor and is used as an alternative route between A characteristic of this route is increasing Leeds and Manchester. However, journey demand for both freight and passenger traffic. times are significantly longer than on the route Particular constraints are currently the short via Stalybridge, due to it being less direct, section of single track through Dore & Totley the linespeed being generally lower, and the station to Dore west junction, and the fact that need to reverse at Bradford Interchange. the rest of the route is only double track (where Additionally, capacity is limited by some long capacity is constrained by the difference in signalling headways, which restrict additional running times between fast and slow trains). or diverted services. Meanwhile, the ability to Loading gauge is a constraint for freight. run longer trains is limited by platform lengths at a number of stations. Sheffield – Doncaster/Moorthorpe corridor Capacity is heavily in demand for both The trains from Leeds that terminate at passenger and freight services on a route Manchester Victoria do so in the bay platforms. which is generally no more than double track This necessitates crossing the whole layout, and includes a large number of at-grade and can have a potentially serious impact on junctions in the short distance between performance in times of perturbation. Chesterfield, Sheffield and Moorthorpe/ The lack of W8 (or larger) loading gauge Doncaster. A particular limitation for passenger constrains freight and reduces usefulness as development is the fact that trains serving a freight diversionary route. Rotherham Central station must use the single track Holmes Chord. The value of the route Wakefield corridor for intermodal freight traffic is constrained by This line is characterised by a wide variety of the present loading gauge of W8. Aldwarke traffic, including local passenger trains, long Junction is a particular bottleneck for freight distance high speed operations – serving a growth. diverse range of origins and destinations – and various freight trains. The section between South Humber South Kirkby and Hare Park Junction was This area is notable for the very intensive identified in the Freight RUS as a particular freight operation serving the port of bottleneck. Meanwhile, the track layout at Immingham and the Corus steelworks at Wakefield Westgate constrains performance Scunthorpe. The present loading gauge of W8 and has a significant adverse performance is a significant limitation to the development impact. The present loading gauge is a of intermodal traffic via Immingham, whilst constraint for freight. the fact that the route between Doncaster

46 and Immingham is predominantly only double Wolds Coast line track places a limitation on capacity (though This passenger-only line largely meets this has recently been eased by the reopening currently identified needs. The single track to regular freight traffic of the Brigg line sections north of Bridlington would limit between Wrawby Junction and Gainsborough). major service expansion on that part of the Turnaround times at Grimsby Town for some route, whilst the need to reverse at Hull or passenger trains are relatively short, with a Scarborough to serve off-line destinations potential impact on return workings when an to the west inevitably impacts on journey time. incoming train is delayed. Turnaround times for some trains at Beverley, Bridlington or Scarborough are quite short, Penistone line so that any delay to an incoming service This line is predominantly single track can easily affect the return working with between Barnsley and Huddersfield, with potential wider impact, especially given the passing loops only at Penistone Station and constraints of single track operation at the between Shepley and Stocksmoor. This north end of the line. constraint limits service expansion beyond the present operation. Since 2005, the line Other corridors has been a Designated Line under the There are a number of other lines in the RUS Department for Transport’s Community Rail area, with most of these being “freight only”. Development Strategy. The line is one of the Generally, there are no major issues with seven routes chosen for the DfT’s Community these, though some that are single line suffer Rail Development pilot projects. The pilot from performance problems when trains are projects were chosen to demonstrate how the running out of course. The South Yorkshire Community Rail Development approach can Joint Line, which is a freight-only route increase revenue, manage down costs and between St. Catherine’s Junction (Doncaster) encourage greater community involvement in and Brancliffe East Junction (Worksop) is the local railway. Meanwhile, the line has been largely single track, and is virtually at capacity. chosen as the trial site for TramTrain operation The Barton-on-Humber branch carries a between Sheffield and Huddersfield, with a Community Rail Designated Service from target date of 2010 for implementation. Barton-on-Humber to Cleethorpes. Since Worksop corridor February 2007, the section of this route This line largely meets currently identified between Barton-on-Humber and Ulceby North needs. The present predominant loading Junction has been a Designated Line under gauge of W6 would preclude its use for the Department for Transport’s Community intermodal freight traffic, and could pose a Rail Development Strategy. constraint to development of new freight flows 3.5.4 Current engineering access from the former Manton Colliery site. A cyclical engineering access strategy for key Chesterfield corridor junctions on the network was jointly developed Beyond the constraints identified in relation by Railtrack, its maintenance contractors, and to Hope Valley services, the development of its customers some years ago. This strategy services in this corridor is largely determined identified a programme of regular extended by timetabling considerations associated with possessions which sought to deliver value a heavily-used section of mainly double track for money and minimise overall disruption and a wide range of origins and destinations. to train services. This possession strategy was centred on a series of large (in both geographic coverage and time span), cyclical access opportunities. The aim of this strategy was to provide the opportunity to undertake

47 all major scheduled maintenance activity between York, Leeds and Manchester has for the specific area on a regular, planned a regular passenger service throughout basis. This approach reduced the number of the night. However, the area is quite well short, inefficient, but generally non-disruptive provided with diversionary routes, so that possessions. This pattern of possessions has with careful planning, continuity of rail service been reviewed on an annual basis since then can generally be achieved (albeit with some and the concept has gradually been extended. increase in journey time). Possessions between Thornhill LNW Junction (near A cross-industry review of the engineering Dewsbury) and Heaton Lodge Junctions access strategy is currently under way, (near Huddersfield) are a known problem for together with evaluation of the ‘Seven TPE, as the diversionary option via Bradford Day Railway’ concept. This is being led is substantially longer and maintaining train by Network Rail, and is intended to be crew route knowledge over this route is not gradually implemented, where appropriate, financially viable for TPE. by 2014. Within the RUS area, the recently completed upgrade of the Brigg line should Freight diversions are constrained by capability help facilitate this by allowing diversion of requirements of gauge and weight, such as the trains away from the Scunthorpe line. As very limited availability of W9 routes in West such, the South Humberside area is one of Yorkshire, or the constraints applying to RA10 the first for examination as part of the Seven aggregate trains from the Peak District. While Day Railway initiative. The outcome of this diversion of traffic to road is not an option in work may result in changes to the current the way it can sometimes be for passenger maintenance and renewals plans. Meanwhile, operators, some of the freight services have the current strategy has resulted in an flexibility around the timing and duration of evolving engineering access regime that tries their journeys, and possessions that could to achieve a reasonable balance between affect them are targeted at times of little traffic. engineering and train service requirements. Inevitably, growth will increasingly require key routes to be available for more of the time. As mentioned above, there has been an identified need to improve access to the Scunthorpe line on midweek nights, to provide for cyclic maintenance between Wrawby Junction and Doncaster. A solution is in hand for this issue. Beyond this, there are a few locations where there is continued pressure on the access available, notably around some junctions, or on routes for empty stock movements associated with the first or last trains of the day. In these cases, engineering needs must be balanced with train diagramming demands and start-of- service performance. The normal service patterns allow, in most cases, for adequate maintenance and renewal access, with suitable shift lengths available at weekends and on midweek nights. On some routes this requires the diversion of the limited number of services operating at these times. For example, the core cross-Pennine route

48 49 4. Anticipated changes in supply and demand

4.1 Forecast passenger demand within West Yorkshire or entirely within South 4.1.1 Background Yorkshire can be made using Passenger The Yorkshire and Humber Route Utilisation Transport Executive products which are not Strategy area has experienced a sustained recorded in the Lennon sales data. Based period of substantial passenger growth, with on analysis for the Yorkshire and Humber 60 percent more journeys made by rail in Regional Planning Assessment it is estimated 2007/08 than in 1998/99 when comparable that 41 percent and 36 percent of passengers records began. The key markets identified in use PTE products to travel within West Chapter 3 have experienced the highest levels Yorkshire and South Yorkshire respectively. of growth, with the number of peak period Evidence from previous RUSs suggests trips between West Yorkshire and Leeds for that the PDFH framework can understate example, increasing by 74 percent over recent acceleration in passenger growth this period. experienced in some urban and inter/urban The fastest demand increase has occurred rail markets outside of London. Network in the more recent past, with growth in key Rail has conducted an extensive validation markets since 2002/03 typically in excess of exercise for the Yorkshire and Humber region 6 percent per annum. The magnitude of this and concluded that the PDFH would have recent growth appears to be greater than can underestimated passenger growth between be explained by recovery from major shocks to 1998 and 2006.1

the passenger market that occurred over the Econometric analysis was used to investigate period, such as the Leeds First redevelopment the potential explanations for this under programme and poor punctuality following the prediction and a statistical link was found Hatfield accident. between the rate of office and retail space Future rail passenger demand has been occupation in central Leeds and Sheffield, and forecast for the period to 2017/18. The forecast the shortfall between the PDFH forecast and was produced using a bespoke demand model peak period passenger growth. This explains based on the forecasting framework published the majority of the longer term discrepancy. in the Passenger Demand Forecasting On the basis of this evidence, Leeds and Handbook (PDFH) 4.1. This is an industry Sheffield city centre office and retail land take standard framework for modelling underlying up was included as a new variable in the RUS growth and includes global factors such as forecasting model.

Gross Domestic Product (GDP), employment, A further uplift was applied to the first three population, fuel costs, and rail fares policy. years of the forecast to account for the portion The model uses 2006/07 LENNON (rail) of short-term historical growth that could not ticket sales data. This was the most recently be explained by the econometric analysis. available data when the forecasts were This followed an approach developed during produced, and the forecasts have been sense- the North West RUS and was conducted in checked using the 2007/08 Lennon data partnership with industry stakeholders. published subsequently. Rail journeys entirely

1 By 2006 the rail passenger market had recovered from the impact of the Leeds First project and poor punctuality following the Hatfield accident

50 Three scenarios were developed using this 4.1.2 Overall growth forecasts approach. These are as follows: Figure 4.1 below details passenger numbers for the whole RUS area since 1998/99 and n Low Scenario. PDFH-based forecast the projected passenger growth for the including the impact of office and retail take 11-year period to 2017/18. Over this period the up in Leeds and Sheffield. total number of passenger trips is expected to n High Scenario. PDFH-based forecast grow by between 28 percent and 47 percent, including the impact of office and retail take which is equivalent to between 2.3 percent and up in Leeds and Sheffield, as well as an 3.6 percent per annum. The central forecast uplift for the first three years to account for is towards the upper end of this range with unexplained rapid short-term growth. a total passenger growth of 42 percent (3.3 n Central Scenario. PDFH-based forecast percent per annum) expected. This is purely including the impact of office and retail take an underlying forecast and takes no account of up in Leeds and Sheffield, as well as an potential frequency or capacity improvements uplift to account for unexplained short-term which may impact demand further. The demand growth which returns to the long-term trend impact of RUS schemes has been assessed more quickly than in the high scenario. during the work presented in Chapter 5.

Figure 4.1 – Underlying passenger growth Key High forecast for the Yorkshire and Humber RUS area Central Low

300,000

250,000

200,000

150,000

100,000 Daily Passenger Trips Daily Passenger

50,000

0 2010/11 2011/12 1998/99 1999/00 2000/01 2001/02 2002/03 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18

51 Benchmarking is difficult as few comparable cover the period 2008/09 – 2013/14 forecast forecasts have been produced; however, the demand growth of around 4 percent per RUS projections are within the range of annum for Leeds and 2.5 percent per annum 25 to 56 percent over 10 years (2.1 to 4.5 for other urban areas (including Sheffield). percent per annum), published in the RPA for This is largely consistent with the shorter- Yorkshire and Humber. The central forecast is term RUS demand forecasts for Leeds, which of a similar magnitude to the North West RUS project peak growth to 2013/14 of 4.3 percent central forecast of 44 percent over 12 years per annum, although the RUS prediction for (3.1 percent per annum). High Level Output Sheffield of 4.8 percent per annum is slightly Specification am peak demand projections which higher than the figure implied in HLOS.

Figure 4.2 – Underlying passenger growth Key Peak forecast by key market (to 2017/18) All Day

20 Total Growth (percent) Total

0 Local Travel Travel Local Travel Local Long Distance Long Distance Selected Other Selected Other Selected Other (RUS Area – Hull) (RUS (WYPTE – Leeds) (RUS Area – York) Area – (RUS (SYPTE – Sheffield) (X Pennine – Leeds) (X Pennine – Sheffield) (Leeds Sheffield 2 way) (Leeds Sheffield

4.1.3 Growth by key passenger market trips forecast during the busiest three hours Figure 4.2 illustrates the passenger growth in the mornings and evenings. Significant forecast for the key markets identified in growth is also expected during the inter-peak Chapter 3, as well as for a selection of other (10:00 – 15:59), predominantly as a result of smaller markets. increased demand for business and leisure travel stimulated by the economic prosperity The market for longer-distance travel on the of the Leeds, Sheffield and Manchester City cross-Pennine routes is forecast to grow at regions. The sizeable increase in demand for the fastest rate, with the number of trips to cross-Pennine services will have significant Leeds and Sheffield anticipated to increase implications for the ability of the rolling stock by 48 percent and 46 percent respectively. It and infrastructure to accommodate future is anticipated that a greater than proportional passenger numbers, as will predicted growth in share of this growth will occur during peak commuting demand into Leeds and Sheffield. periods, with 53 percent and 52 percent more

52 The market for local travel is expected Passenger growth during the inter-peak is to experience significant growth over the likely to result in overcrowding at a time of day RUS period with the number of passengers where historically there has been sufficient travelling to Leeds and to Sheffield from their rolling stock capacity to accommodate respective PTE areas forecast to increase by demand. This issue will be most prevalent in 42 percent and 46 percent respectively by the cross-Pennine market, where a number 2017/18. This is equivalent to 3.8 percent and of individual services are already operating 3.9 percent per annum. Passenger growth is at or close to their seating capacity over expected to be evenly spread across all time some sections of the route. In the absence periods. Furthermore growth in the number of any interventions, by the end of CP4 it is of passengers travelling between Leeds and anticipated that up to 75 percent of all services Sheffield is forecast to be particularly large operating between Manchester and Leeds (via with an increase of 52 percent expected by Huddersfield) during the inter-peak will have 2017/18. These projections are indicative of some standing passengers. Similarly, there the strength of both the office and retail cores is increasing crowding between the peaks of Leeds and Sheffield. on Liverpool – Norwich services over the Manchester – Sheffield – Nottingham section. Slightly lower levels of passenger growth are expected in markets outside the central PTE Since the Leeds First Project and the 2004 areas. The number of passengers travelling TransPennine timetable recast, the number to York is predicted to increase by 39 percent and timing of services between most (3.5 percent per annum) over the next 11 destinations within and beyond the RUS area years, and the number of passengers travelling has been adequate for the key passenger to Hull is expected to grow by 22 percent (1.9 markets. However, the significant and percent per annum) over the same time period. sustained passenger growth means that more frequent services and reduced journey times 4.1.4 Passenger growth and are increasingly required to meet the needs of future gaps these markets. The continued increase in the demand for travel by rail is a key factor behind a number 4.2 Forecast freight demand of the RUS ‘gaps’ that are detailed in the The Freight RUS was published in March next chapter. 2007 and subsequently established. This predicted a growth of 50 percent in gross The local and cross-Pennines rolling stock tonne miles (GTM) by 2014/15. The forecasts and infrastructure are already congested described below are from this document. The during peak periods. Significant numbers of Department for Transport’s 2007 White Paper commuters stand on most routes into and out “Delivering a Sustainable Railway” anticipated of Leeds during the high peaks and shoulder a doubling of the rail freight market over the peaks, and passengers also stand into and next 30 years. out of Sheffield on some lines during the high peaks. On the basis of the passenger 4.2.1 Electricity Supply Industry (ESI) coal growth forecasts, this on-train crowding will The largest volume commodity in the RUS area become significantly worse. In the absence is coal, which is predominantly used in the ESI. of any interventions, by the end of CP4 the The Freight RUS contained two scenarios for the daily number of morning peak trains in the growth of coal. The Base Case was more coal RUS area with passengers standing would through the ports of Immingham and Hull in the increase from approximately 61 to 79, and the RUS area and the sensitivity was growth through number of trains with more passengers than the port of Hunterston on the west coast of the theoretical seating plus standing capacity Scotland. Over the past year the Base Case has would rise from 20 to 39. been shown as the main source of growth.

53 The recently enhanced capacity on the Hull generally already maximise payloads, volume Docks branch and the recent enhancement increases imply that additional trains will need of the Brigg line to allow regular use of to operate. this line will help to provide the additional 4.2.4 Petroleum capacity required. This is discussed further The oil refinery at Lindsey, close to in Chapter 5. Immingham, is a major source of petroleum The substantial increases in gas and oil products. The Freight RUS predicted an prices over the past year have increased the increase in trains between Lindsey and the attractiveness of coal for the ESI. The use of West Midlands. There have been some Flue-gas Desulphurisation (FGD) equipment changes in the supply industry following the at power stations requires limestone trains to Buncefield incident. These have given rise to support the FGD process and gypsum trains unexpected growth in the number of trains to to remove the residue. The five power stations the South East, operation of which is likely to within the RUS area have or are fitting FGD, continue for the foreseeable future. apart from one of the plants at Ferrybridge. 4.2.5 Intermodal growth The limestone is expected to originate in the The Freight RUS predicted a large increase Peak District and traverse the RUS area. in intermodal traffic. There are three types of The future of the UK energy policy and carbon intermodal commodity, all of which are forecast emission levels will affect the demand for coal to grow substantially – deep sea, domestic beyond 2015. It is not currently clear how this and Channel Tunnel. The deep sea market will affect demand for coal. Bio fuel alternatives is growing at around 5 percent per year, being considered have double the mass and mainly driven by the Far East. The domestic any growth in this type of fuel at the expense network is being supported by the planned of coal is likely to increase the demand for increases in the loading gauge. The Channel train paths rather than lead to a reduction. Tunnel traffic now has a sound future with tolls issues resolved and competition in the railway 4.2.2 Metals industry in Europe. The main flows of metals traffic are concentrated on the Corus plant at The main terminals in the RUS area are Scunthorpe, on the Doncaster to Immingham located at Doncaster, Selby, Wakefield and line. There will be some growth in raw Leeds. The Hutchison Ports UK (HPUK) materials from the port of Immingham and funded W10 gauge enhancement from metal products between Scunthorpe and the the south to the terminals will allow more Corus plants in South Wales. containers to be conveyed per train. Currently the tallest 9 foot 6 inch containers must be 4.2.3 Construction conveyed in pocket or low loader wagons The forecast 10-year growth in construction between the bogies which do not use the traffic from the quarries on the Hope Valley line entire wagon length. It is expected that these in the Freight RUS has been exceeded in the containers will account for over 50 percent of first year with three additional trains in each the world intermodal container market within direction. There is anticipated to be further 10 years. The expansion of the ports in the growth in construction traffic to support the South East such as Felixstowe and Tilbury building market. Trains on the Hope Valley line will continue to increase the number of serve areas as diverse as North Yorkshire and wagons forwarded. East Anglia.

Other more modest growth is also anticipated from Rylstone on the Skipton line and between Doncaster and Scunthorpe. As operators

54 4.3 Potential changes to services conjunction with planned works are generally and infrastructure significantly lower than progressing them as This section identifies planned and proposed stand-alone projects. Section 4.3.4 describes changes to supply within the railway system significant planned train service changes. For over the period of the RUS. Committed reference, a combined list of aspirations from changes have been included (to the extent the key railway funders in the RUS area is that they are defined) within the RUS baseline provided in Appendix 2. and other changes have been considered 4.3.1 Planned major renewal schemes wherever they affect the RUS proposals. A number of major switch and crossing The changes can be to train services and/ renewal schemes are currently being or to infrastructure. Major infrastructure developed. The formation of RUS options, schemes are usually accompanied by train as described in Chapter 5, has exploited the service changes whereas minor ones can opportunities arising from these schemes affect service outputs like journey time or where appropriate. These are highlighted in performance. The first three subsections list Table 4.1. planned significant investment in the railway The industry will continue to consider ongoing network that is currently anticipated to be switch and crossing, and signalling renewal completed during the RUS period, firstly as proposals to identify and assess any future part of planned track and signalling renewals enhancement opportunities. Details of future and secondly through potential stand-alone renewals proposals covering all engineering enhancement schemes. Renewals often disciplines are contained in the Route Plans provide the most cost-effective opportunity that are published each year as part of to realise infrastructure enhancements as Network Rail’s Business Plan. the incremental costs of progressing these in

55 The following renewal schemes have been identified as having potential for some increased operational outputs subject to enhancement funding being available.

Table 4.1 – Planned switch and crossing and signalling renewal schemes with enhancement potential

Renewal project Potential enhancement Operational output Notes opportunity

Horsforth signalling Provide turnback facility Increased capacity to Enhancement scheme renewal meet HLOS passenger included in April 2008 growth and improved Strategic Business journey times Plan (SBP) Update to deliver HLOS

Rigton – Horsforth Renewal of lineside Increased capacity to Enhancement scheme signalling renewals equipment, additional meet HLOS passenger included in April 2008 signal sections and growth, performance and SBP Update to deliver linespeed increase improved journey times HLOS

Hope Valley Linespeed increase Journey time improvements

Calder Valley Linespeed increase Journey time improvements

Wrawby Jn – Barnetby Potential reinstatement Improved capacity – Brocklesby signalling of fourth line and junction renewals remodelling

Stalybridge signalling Speeding up of junctions Improved performance Enhancement scheme renewals and possible provision of and journey times, and included in April 2008 north side bay increased capacity to SBP Update to deliver meet HLOS passenger HLOS growth

Rochdale interlocking Opportunity to improve Reduction of journey works in conjunction with the linespeed time Metrolink

Ulceby and Immingham Capacity improvements Improved capacity signalling renewals on the south bank of and performance, and the Humber, including shorter running times for possible construction of coal trains a new railway to provide a circular route between Ulceby and Immingham Humber International Terminal (HIT)

Ferriby – Gilberdyke Capacity improvements Improved capacity signalling renewals on the north bank of the and performance, and Humber may include loop shorter journey times extension or new loops between Gilberdyke and Selby, tied in with linespeed improvements

56 Renewal project Potential enhancement Operational output Notes opportunity

Dore & Totley East Track doubling through Increased capacity and signalling renewals Dore & Totley station improved performance

Methley Jn Switches Track doubling on single Increased capacity and and Crossings (S&C) lead junction improved performance renewals

Thorne Jn S&C renewals Remodelling to eliminate Accommodate increased single lead junction freight flows to/from port of Hull and provide performance and journey time improvements

Sheffield Station S&C Revised layout in Increased flexibility for and signalling renewals conjunction with renewal improved capacity and performance

4.3.2 Committed enhancement schemes

Table 4.2 – Committed enhancement schemes

Project Main promoter Operational output

Manchester Metrolink Greater Manchester PTE Transfer of the Oldham loop to Manchester Phase 3a – conversion of Metrolink operation, altering the pattern of Oldham Loop to Metrolink heavy rail services through Victoria, and with suitable alterations at Rochdale

W10 gauge clearance Being developed for funding Ability to carry 9’6” containers on conventional Felixstowe – Yorkshire by HPUK Ltd wagons from Felixstowe to Selby, Wakefield terminals via Ely/ECML Europort and Leeds Stourton

W10 gauge clearance HPUK Ltd Ability to carry 9’6” containers on conventional Newark – Gainsborough wagons on an alternative route avoiding the – Doncaster ECML between Newark and Doncaster

Manchester Transport GMPTE Series of enhancements to improve rail Innovation Fund (TIF) performance and connectivity in Greater Manchester area

57 4.3.3 Proposed enhancement schemes explicitly provide a funding allowance for the The schemes highlighted in Table 4.3 are listed schemes, it did provide a £60 million at various stages of development and are allowance to meet the HLOS on Strategic currently under discussion with project Route 10, which encompasses the Yorkshire funders. The table identifies which of these and Humber RUS area (although Network Rail schemes were included in the Network Rail considers that this allowance is not sufficient to SBP Update of April 2008. This updated fund all the schemes). ORR will be publishing plan was considered by the ORR in its Draft its Final Determination in October 2008 Determination on Network Rail funding for following consultation. 2009 – 2014, published in June 2008, and Network Rail will continue to liaise with the some of the listed schemes were specifically stakeholders of these projects and any new identified by ORR for funding. In other cases, projects that arise. whilst ORR’s Draft Determination did not

Table 4.3 – Potential enhancement schemes

Project Potential funding source(s) Operational output

West Yorkshire platform Scheme included in April 2008 Handle four-, five-, or six-car trains to extensions SBP Update to deliver HLOS accommodate growth on most corridors into Leeds

Todmorden turnback Scheme included in April 2008 Provide ability to turn around trains from facility SBP Update to deliver HLOS Manchester to accommodate growth

Leeds Station – new Scheme included in April 2008 Improved station facilities and access and southern entrance SBP Update to deliver HLOS. additional footfall capacity to meet peak Also subject to a Regional growth Funding Allocation bid

Sheffield – Barnsley Funding not yet identified Increased linespeeds leading to improved – Leeds performance and journey times

East Leeds Parkway Scheme included in April SBP New station adjacent to M1/A1 to provide (Micklefield) including a Update to deliver HLOS. Also new journey opportunities and increased turnback facility subject to a Regional Funding capacity to meet peak growth Allocation bid

Greater Manchester GMPTE – TIF funding Provision of improved station facilities Station improvement including Park & Ride schemes

Station improvement Train Operating Companies Provision of improved station facilities schemes

Great Northern/Great Scheme included in April 2008 Increased passenger and freight capacity Eastern (GN/GE) Joint SBP Update to deliver HLOS between Doncaster and London allowing Line Upgrade and included specifically in the opportunities for additional services ORR Draft Determination between Yorkshire, the Lincoln area and London. Allows peak direction freight trains and changes approach to Doncaster

58 Project Potential funding source(s) Operational output

Depots (East and West Scheme included in April 2008 Provide servicing and stabling for Yorkshire) SBP Update to deliver HLOS increased Northern Rail fleet, to meet peak growth

Keighley turnback Scheme included in April 2008 Allow operation of Leeds – Keighley (platform or siding) facility SBP Update to deliver HLOS service to increase capacity and improve journey times in peaks in response to growth

Northern gauge TIF/third party/SFN funding Provide greater range of routeing options improvements for 9’6” containers on conventional wagons

Leeds – new bay Scheme included in April 2008 Accommodate peak growth and improve platforms SBP Update to deliver HLOS performance

Manchester Piccadilly Funding not yet identified Increased capacity by conversion of Platform 0 stabling siding into an operational passenger platform

Huddersfield – new Scheme included in April 2008 Accommodate peak growth Platform 9 SBP Update to deliver HLOS

W10 gauge clearance Third party Ability to carry 9’6” containers on Gainsborough Trent Jn to conventional wagons on Retford Manton Wood – Gainsborough route

Leeds – Manchester Scheme included in April 2008 Increased capacity to accommodate linespeed and capacity SBP Update to deliver HLOS; growth, and improved performance and improvements linespeed improvements journey times included specifically in the ORR Draft Determination

Depots (South Yorkshire) Scheme included in April 2008 Provide servicing and stabling for SBP Update to deliver HLOS increased Northern Rail fleet, to meet peak growth

South Yorkshire platform Scheme included in April 2008 Handle three- or four-car trains at various extensions SBP Update to deliver HLOS stations in South Yorkshire PTE area to accommodate peak growth

Cottam – new freight Third party Allows direct access from Immingham chord to Cottam power station improving operational efficiency, route performance and capacity

Grindleford loops Funding not yet identified Provide a new Up and Down loop in the Grindleford – Hope area to give improved regulation and performance

Dore capacity Funding not yet identified Provide double track on Dore Station improvements curve to improve capacity and performance

59 Project Potential funding source(s) Operational output

Castleford new platform Funding not yet identified Provide new platform to allow additional services to handle peak growth and improve accessibility to Pontefract area

Robin Hood Airport Third party Provide new station to provide rail link for Doncaster Sheffield airport passengers (Finningley)

Wakefield Westgate WYPTE via Major Schemes Bid Improve station and track layout to reduce congestion

Shaftholme Junction Scheme included in April 2008 Provide shorter journey for freight remodelling SBP Update to deliver HLOS from Immingham to Eggborough/Drax/ and included specifically in the Ferrybridge power stations by running via ORR Draft Determination Askern avoiding ECML (see Figures 4.3 and 4.4 below)

Figure 4.3 – Current freight route pre-Shaftholme Jn remodelling

Church Fenton Route 8 East Garfort South Milford Cros (ECML) Micklefield n Garforth Sherburn to s Gates in Elmet s e y Jn essl Leeds West Jns lb h Hambleton e Eastring LEEDS Jns S SELBY Wr Howden Whitehall Jn Gilberdyke Jn Hunslet East branch Selby Potter Group Milford Woodlesford CASTLEFORD Jn Templehurst Jn y DRAX le POWER Castleford STATION Potter Normanton Jn Ferrybridgetting N Jn Route 8 Wakefield Grange (ECML) Kno Jn Kirkgate Whitley Bridge Snaith E Jns Turner KnottingleyHensall AT Jns Rawcliffe Lane Jn Pontefract KEFIELDWestgate Baghill South Jn Calder Jn WA Bridge WESTG South Thorne Dewsbury Jn Joan Croft Jn North Railway Kirkby Jn Street Branch ApplehurstStaintforth Jn Thorne Jn Hare Park Thornhill LNW Jn Horbury Junction Hatfield & Thorne Jn Kirk Stainforth South E Bentley Sandall Monk Royston Jn n Bretton Drift J Kirk Sandall Jn ORPe Mine H rp RT o ICK rth o DONCASTER Darton OO o

M M ADW Jn South Yorkshire Jn r Jn Adwick ck Car Thurnscoe a Key Bl Current route

60 Figure 4.4 – New freight route post-Shaftholme Jn remodelling

M M ADW Jn South Yorkshire Jn r Jn

Adwick k Car Key Thurnscoe Blac New route post remodelling

4.3.4 Planned service change There are currently proposals from various A new Nottingham – Sheffield – Barnsley – operators for improved long-distance high Leeds semi-fast service operated by Northern speed services from various locations in Rail will be introduced in December 2008, Yorkshire and from Lincoln towards London, which will relieve crowding in this corridor which are at present subject to other industry and open up new journey opportunities, processes. At this stage, it is too early to say in particular the ability to travel between exactly what will eventually be provided both Nottingham and Leeds without the need to prior to and after the proposed upgrade of change trains. At this time CrossCountry will the GN/GE Joint Line between Peterborough be increasing the length of certain trains in and Doncaster via Spalding, Lincoln and the Sheffield – Wakefield – Leeds – York Gainsborough. corridor, which may also provide some relief East Midlands Trains is seeking to extend of overcrowding. From December 2008, most its London – Derby services to Sheffield in of East Midlands Trains’ London – Sheffield December 2009, giving two trains per hour services will be formed of Class 222 Meridians, between London and Sheffield. This would though this has some limitations arising affect capacity in the key Chesterfield – from the fact that not all through platforms at Dore & Totley – Sheffield corridor. Sheffield are able to handle 10-car trains.

61 5. Gaps and options

5.1 Introduction This chapter presents an analysis of the RUS Previous chapters have outlined the scope gaps and the series of options that have of the Yorkshire and Humber RUS by been developed to address them. Full details presenting the baseline assessment of the of the option assessments are contained study area, and summarising the role of rail in Appendix 4, which can be found on the in the economic and social well-being of the Network Rail website. Yorkshire and Humber region. This analysis 5.2 Generic gaps has demonstrated that there are several For reference, Table 5.1 details the list of instances where the current rail network is not high-level gaps that were identified in the able to meet existing and future requirements, baseline assessment. These gaps are which are termed “gaps”. generic to the whole RUS area.

Table 5.1 – Generic RUS gaps (and short title)

Number Gap

1 Peak overcrowding on key corridors, especially into Leeds and Sheffield (peak crowding)

2 Overcrowding and suppressed growth between the peaks (off-peak crowding)

3 Suppressed demand for travel in late evenings and weekends (engineering access)

4 Opportunities for enhancement of inter/intra regional links (regional links)

5 Inadequate freight capability of the network in terms of diversionary routes, route availability, loading gauge and capacity (freight capability)

6 Poor performance in some areas with high levels of reactionary delays (reactionary delays)

62 1. Peak crowding: basis and a desire for weekend passenger There are a number of areas where there services to be free from bus substitution at is evidence of growing overcrowding. This least for the major trunk flows. applies particularly to a number of commuting 4. Regional links: routes into Leeds, Sheffield and Manchester Rail links between some of the larger during peak periods and also to CrossCountry conurbations both within the RUS area and services operating via Leeds. The situation is to other sizeable destinations in the North such that it is likely the full potential for rail in East, North West and other regions are the relevant markets cannot be realised due to reaching capacity in their existing form. the inability within the present train service to These have potential for frequency increases accommodate any further growth. Key drivers to bring service levels more in line with those are almost certainly the general increase in rail on other key corridors in the UK rail network. travel experienced in recent years, coupled with the continuing development of Leeds, 5. Freight capability: particularly, as a major commercial centre On certain route sections regular and lengthy within northern England. possessions for maintenance and renewals are required to keep the infrastructure fit 2. Off-peak crowding: for purpose. As well as being disruptive to There is evidence of increasing overcrowding passenger operations, this poses a particular on TransPennine Express and CrossCountry problem for freight operators, because although services operating via Leeds throughout the a fairly comprehensive rail network exists in the day. As with peak demand, this is believed RUS area, many of the routes have restrictive to be partly driven by the general trend of loading gauge clearance, reducing the increased demand for rail travel in recent suitability of these lines as diversionary routes. years and the general expansion of Leeds Equally, their attractiveness for future freight as a centre. These services have also been development as a result of these characteristics improved in terms of frequency and regular is quite limited. interval timetables as well as new rolling stock, all of which will have been instrumental in In the context of the growing trend towards use attracting growing numbers of users. of 9’6” intermodal containers and “seven days a week” freight transport, these limitations, 3. Engineering access: if not addressed, will pose an increasing There is evidence of demand for passenger handicap for the rail freight market in the services over an increasing spread of hours, years ahead. particularly later on weekday evenings and earlier on Sunday mornings. This 6. Reactionary delay: has undoubtedly been encouraged by This can be a result of outdated or inadequate such developments as Sunday shopping, rail infrastructure, or from timetables with liberalisation of licensing laws and increased historically tight turnarounds as a result of high use of rail links to and from airports. rolling stock utilisation. Some reactionary delay Additionally, there is a demand to operate is an inevitable consequence of the fact that freight trains as far as possible on a “24/7” many of the key stations in the RUS area, such

63 as Leeds and Sheffield, are operating close North West and Lancashire and Cumbria to capacity, coupled with the interaction of a The Yorkshire and Humber RUS area is range of long-distance trains serving a wide bordered in the west by the North West and variety of markets with some highly intensive the Lancashire and Cumbria RUS areas. local services. With the various cross-Pennine rail routes in existence, gaps and options local to Yorkshire East Coast Main Line and Humber have a considerable synergy with The Yorkshire and Humber RUS area is gaps and options already considered on the bisected by the East Coast Main Line. The west of the Pennines. The following have been Yorkshire and Humber RUS looks primarily at identified as being most naturally addressed its own gaps and consequent options, whilst within the context of the Yorkshire and Humber East Coast gaps and consequent options RUS: have been dealt with in the ECML RUS. Clearly, however, both RUSs must be closely n services to the east of Manchester, and the aligned. There are several areas where an need to consider the appropriate number integrated approach is essential and where, as and mix of services for both local and the major drivers lie within the Yorkshire and longer-distance travel Humber RUS area, the gaps and options are n fast regional links Manchester – Leeds and considered within this RUS rather than that Manchester – Sheffield already published for the ECML. These are: n options for the Stalybridge corridor, n peak crowding into Leeds on services via including the Diggle loop Wakefield Westgate n stopping patterns and local services n additional services Sheffield – Wakefield Manchester Victoria – Rochdale Westgate – Leeds – Todmorden (and possibly Bradford) n capacity/pathing of services at Doncaster, following transfer of the Oldham Loop to including additional ECML trains, a Metrolink possible new service to Robin Hood n journey times in the Calder Valley Airport Doncaster Sheffield (RHADS) and other stakeholder aspirations to serve this n possibility of a fourth train each hour important node Manchester – Liverpool and operation of cross-Pennine trains on the Chat Moss line n possible extension of Knottingley – Wakefield Kirkgate services to Wakefield n possible extension of the Leeds – Hebden Westgate and Leeds Bridge service to Manchester Victoria

n freight capacity Doncaster – South Kirkby n Leeds – Skipton service levels – Hare Park n Northern Rail rolling stock strategy. n possible use of Midland Main Line to relieve pressure on ECML (jointly with East Midlands RUS)

n depots and stabling for ECML-related vehicles

n current coal flows via Hambleton South.

64 Cross country services between Freight Yorkshire, the Midlands and the South Some parts of the railway within the Yorkshire From the start of the December 2008 timetable and Humber RUS area are very intensively CrossCountry’s services connecting eastern used by freight trains and the following items Scotland, the North East and Yorkshire first identified in the Freight RUS and the with the Midlands and South West change ECML RUS are examined further here: noticeably. Although there will continue to n Capacity Wrawby Junction – Scunthorpe, be a regular pattern of two services per hour Hull Hedon Road – Hull Hessle Road running alternately via Leeds and Doncaster, and Chinley East Junction – Dore West all trains via Leeds will serve the West Country Junction (Freight RUS) and will call additionally at Chesterfield, Burton-on-Trent and Tamworth. Some of n Capacity South Kirkby Junction – Hare these services will be lengthened thereby, Park Junction (ECML RUS) addressing certain crowding issues. The trains n W10 and W12 aspirations (Freight RUS). running via Doncaster will all run to Reading. 5.3 Geographical split Clearly the impact of these changes in The diverse demographic split and wide connectivity and journey times transcend geographic spread of the RUS area means more than just this RUS area and therefore that the mix of gaps differs by individual they will be specifically examined in the trio sections of the route. Therefore the route of RUSs covering the East Midlands, West sections have been considered individually. Midlands and Chiltern, and Great Western. For convenience the geographical summary The implications of any recommendations from the baseline assessment has been will need to be assessed on all affected RUS reproduced below in Table 5.2. areas. A particular potential solution that affects the Yorkshire and Humber RUS area is Some of the route sections are self-contained the one previously considered by the Strategic rail markets with a bespoke set of issues. Rail Authority which would route both trains However, others such as the Airedale line, the per hour via Leeds. This would have both Calder Valley, the Chesterfield line, Doncaster positive and negative effects on connectivity, – Immingham/Cleethorpes, the Hope Valley crowding, journey time and capacity utilisation Line/ the Huddersfield line and Sheffield on a number of corridors. In the final RUS Doncaster/Moorthorpe line form part of much document consideration will be given to the wider markets variously involving implications of any options for CrossCountry an assortment of local stopping services, services on the Yorkshire – Midlands – South long-distance high speed services, commuter axis that are being considered in other RUSs. services for the major conurbations and a diversity of freight operations.

65 Table 5.2 – Geographical split

Serial Route Section Includes

AI Airedale line Leeds – Bradford FS – Skipton

WH Wharfedale line Leeds – Ilkley

HA Harrogate line Leeds – Harrogate – York

YS Leeds – York/Hull/ Scarborough Leeds – York – Scarborough Leeds – Selby – Hull Thorne Junction – Goole – Gilberdyke

BP Barnsley and Pontefract lines Leeds – Woodlesford – Castleford – Milford Castleford – Wakefield Kirkgate – Thornhill LNW Junction Horbury Junction – Barnsley – Sheffield Castleford/Wakefield – Pontefract Monkhill – Goole

WF Wakefield line Leeds – Wakefield Westgate – Doncaster/Moorthorpe

HF Huddersfield line Leeds – Huddersfield – Guide Bridge

CV Calder Valley Leeds – Bradford Interchange – Rochdale – (Manchester) Hall Royd Junction – Gannow Junction (Burnley) Milner Royd/Dryclough – Bradley/Heaton Lodge

HV Hope Valley Sheffield – New Mills/Hazel Grove – (Manchester)

SD Sheffield – Doncaster/ Sheffield – Doncaster Moorthorpe Swinton – Moorthorpe Rotherham Central Loop

Doncaster – Cleethorpes Wrawby Junction – Lincoln/Gainsborough IC Immingham/Cleethorpes lines Immingham Freight Lines Habrough – Barton-on-Humber Scunthorpe – Roxby Gullet

PN Penistone line Barnsley – Penistone – Huddersfield

Sheffield – Worksop – Retford – Lincoln LN Retford/Lincoln line Doncaster – Gainsborough

CH Chesterfield line Sheffield – Dore & Totley – Chesterfield

WD Wolds Coast Hull – Bridlington – Seamer

66 Serial Route Section Includes

MC Miscellaneous Moorthorpe – Church Fenton Adwick/Carcroft – Stainforth South Yorkshire Joint Line Woodburn – Stocksbridge Woodburn – Rotherham Central Monk Bretton Branch Tinsley Yard Skipton – Rylstone Chesterfield – Beighton – Rotherham Masborough

LD Leeds station area Neville Hill – Engine Shed/Whitehall/Wortley/Holbeck Junctions

SH Sheffield station area Sheffield – Nunnery Main Line Junction

DR Doncaster station area Loversall – Marshgate

5.4 Geographic gap analysis and funding criteria permits recommendation for options funding through the RUS process if the BCR For simplicity, all the options detailed in is at least 1.5. The figures presented in this this chapter are presented on a stand-alone chapter result from high-level feasibility work 1 basis. In reality the strategy will comprise (equivalent to GRIP 1 ), and represent the the implementation of a package of these most likely value for money based on a range interventions to make use of potential of key sensitivities. Value for money has not synergies in the economic benefits as well been quantified when an option is clearly as economies of scale. Options have been inferior to another that is below the DfT subject to an economic appraisal consistent funding threshold. with the DfT’s Transport Appraisal Guidance These generic RUS gaps that are relevant (WebTAG). Where appropriate, Benefit-Cost to the route sections are described together Ratios (BCRs) are reported for options which with the options that have been developed indicate the value for money of each. DfT to solve them.

1 Guide to Railway Investment Projects, available at http://www.networkrail.co.uk/aspx/4171.aspx

67 n Airedale line n all passengers to/from north of Keighley would use a semi-fast services, which Peak crowding when lengthened would have sufficient Since electrification in the mid-1990s the route capacity to accommodate future growth has experienced considerable passenger growth, and despite the line being served by n passengers from Keighley and Bingley high capacity rolling stock, there is significant would have a choice of service types, overcrowding during peak periods. The busiest however in reality most would be likely to services are those that operate between use a semi-fast rather than a stopping train Skipton and Leeds, which all have passengers n passengers from all other stations would standing during the high peak hour in the use the stopping services, which would be mornings and evenings. significantly less crowded than currently in Currently services on the route mainly operate the absence of passengers from north of in four-car formation, which is the maximum Keighley. within the constraints of many platform lengths. It is estimated that the effective level of Due to the track layout, lengthening all the capacity provision will increase by between platforms at Shipley to accommodate trains 40 and 50 percent and an economic appraisal that are longer than six vehicles is prohibitively suggests that it will offer medium to high value expensive and any scheme to do this would for money, with a BCR of around 1.9. The represent poor or low value for money. On alternative would be for all existing electric this basis six-car operation is the maximum services to continue to start/terminate at that can be achieved and it is not possible Skipton and call at all stations on the route. to provide sufficient additional capacity by These would be lengthened, thereby incurring lengthening current electric trains to six cars, sizeable additional platform lengthening costs, without also increasing the frequency of particularly at Shipley, but avoiding the cost services on the route. of the Keighley turnback facility. This scheme Analysis therefore suggests that the most has a lower value for money than the previous efficient way to alleviate overcrowding is to option and as such is not recommended. For reorganise the peak timetable with a mixture simplicity, options have been assessed using of longer semi-fast and more frequent a single set of unit rolling stock costs and an stopping inner services. On this basis it assumption that train formations are flexible, is recommended that the peak timetable whereas in reality the exact operation will is split to offer a two-tier service pattern. depend on the number of three- and four-car The current six electric services during the electric units allocated to Northern Rail in the three-hour peak would be replaced by four fleet in CP4, which is dependant on the DfT services that start/terminate at Skipton, call Rolling Stock Plan. at all stations between Skipton and Keighley, Loadings of the present Leeds – Bradford and operate semi-fast between Keighley Forster Square services are well within the and Leeds, calling only at Bingley. These capacity of the existing trains and therefore no trains would be lengthened to operate in six action is required to accommodate forecast vehicle formations. Up to five further services growth. On this basis these services may would start/terminate at Keighley and call be the most suitable to serve potential new at all stations between Keighley and Leeds. stations at Apperley Bridge and Kirkstall Forge, Occasional through services to and from which are both aspirations of West Yorkshire Lancashire and Cumbria would PTE. There are also proposals currently remain unaffected. subject to industry processes by NXEC for It is anticipated that this option will significantly additional through services between Bradford reduce crowding during the peaks: Forster Square and London King’s Cross

68 which, if implemented, would provide further Reactionary delays capacity between Bradford and Leeds. Armley Junction is the key capacity constraint on the Leeds North West corridor Engineering access as it is shared by services operating on the Apart from its commuter role, this corridor Wharfedale line and Harrogate line as well sees significant leisure passenger demand as the Airedale line. The combined preferred and freight activity. Leisure travel at weekends option for these lines has been developed tends to be oriented towards the summer so that the junction can accommodate and the longer-distance services towards all the additional services, and a detailed Morecambe and Carlisle. Apart from the performance modelling exercise will be carried Rylstone services, an alternative option for out during the development phase to identify freight traffic generally exists via the ECML whether any train performance mitigation and Newcastle – Carlisle. For the immediate measures are required. Any mitigation future, most non-commuting demand can measures are expected to be relatively minor be accommodated by careful possession and the combined business case is sufficiently planning. Following route modernisation in the strong to accommodate these. mid-1990s, significant resignalling is unlikely for some years, but when it becomes due it will be appropriate to review the case for provision of bi-directional signalling.

Table 5.3 – Airedale line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

AI1 Two-tier service from Skipton/Keighley Peak crowding Include in the 1.9 during the three-hour am and pm strategy and develop peaks: requirements at Leeds • Four semi-fast Skipton – Leeds Station and Armley services, lengthened to six-car Junction formation, with Crossflatts, Saltaire and Shipley calls removed • Five Keighley – Leeds four-car services calling at all stops AI2 Lengthen peak Skipton – Leeds Peak crowding Do not include in strategy 1.5 services: as inferior to AI1 • 16 additional vehicle arrivals/ departures spread across eight services in each peak • Platform lengthening

69 n Wharfedale line much of a route this is recommended. Eight additional peak vehicle arrivals are required to Peak crowding meet overcrowding and the best way to deliver The Wharfedale line was electrified in parallel this would be to lengthen the four busiest with the Airedale line and has experienced services to six-car formations. However, the a similarly high level of passenger growth precise deployment of vehicles will depend in recent years. Currently, trains have on the DfT Rolling Stock Plan and this could passengers standing during the high peak mean that further platform extensions would hours in the morning and the evening, with be necessary. The scheme offers high value the busiest services in each particularly for money, indicated by an estimated BCR of overcrowded. Analysis suggests that train at least 2.0. and platform lengthening would be relatively straightforward on this corridor, and therefore Reactionary delays as train lengthening is normally the most See Airedale line. efficient solution where crowding occurs over

Table 5.4 – Wharfedale line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

WH1 Lengthen peak Ilkley – Leeds services: Peak crowding Include in the >2.0 • Eight additional vehicle arrivals/ strategy and develop departures spread across peak requirements at Leeds services, increasing the maximum station train length to six vehicles • Platform lengthening

n Harrogate line It is therefore recommended that five peak-busting services calling at all stops Peak crowding between Horsforth and Leeds are added to Significant on-train crowding currently occurs the timetable in each peak period. These on services during peak periods at the very services would operate in four-vehicle formation southern end of the route within about 20 and turn back via a new facility in the Horsforth minutes journey time from Leeds. All trains area. Furthermore, it is recommended that up during the high peak hour typically have to two through services in each hour do not call passengers standing between Leeds and at Headingley and/or Burley Park. Requiring Horsforth, and most trains during the full local passengers to travel on the Horsforth three-hour peak have passengers standing terminating services will balance the loadings between Leeds and Burley Park. on the southern section of the route and avoid As the overcrowding is limited to a relatively the need for major infrastructure work to make short section of the route, the most efficient the timetable robust. way to provide additional capacity is to A number of proposals have been made for operate additional peak shuttle services from additional long-distance high speed trains Horsforth, rather than train lengthening or to and from Harrogate. These are currently additional services throughout the length of the subject to industry processes and may provide route. Train lengthening would be particularly some additional capacity at peak times to problematic as Knaresborough station is relieve overcrowding, depending on what directly adjacent to a Victorian viaduct at one paths eventually are taken up. end and a tunnel at the other.

70 Engineering access Harrogate can generally be accommodated There are two main issues on this line, namely by possession planning to provide access an aspiration for later trains from Leeds to either via Leeds or via York from mid-morning Harrogate (and to a lesser extent from York) Sunday onwards. and the need to provide for the leisure and Reactionary delay conference market at weekends. With the Long signal sections are a source of delay present signalling system, extension of the on the line. It is recommended that the operating day not only entails reduction in length of these sections is reduced during the “no train period” for maintenance, it also the forthcoming signalling renewals between implies significant additional signal operations Rigton and Horsforth (also see Airedale line). costs. Thus it is likely that any such extension will need to await resignalling with more centralised control. Long distance travel to

Table 5.5 – Harrogate line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

HA1 Horsforth – Leeds Peak shuttles: Peak crowding Include in strategy and 1.8 • 5 x four-car new services in each develop requirements at peak Leeds station and Armley Junction • Revised calling pattern for through trains • New turn back facility at Horsforth HA2 Train lengthening: Peak crowding Do not include in strategy <1.5 • At least 10 additional vehicle arrivals/ as business case inferior departures spread across at least five and unclear how longer services in each peak trains could call at Knaresborough • Platform lengthening HA3 Additional Harrogate/Leeds services: Peak crowding Do not include in strategy n/a • 5 x four-car new services in each as inferior to HA1. Whole peak life cost of additional rolling stock cost is greater than Horsforth turnback

n Leeds – York – Scarborough and Leeds accommodate a significant increase in either – Selby – Hull train lengths or starting/terminating services and space for additional platform capacity is Peak crowding limited. Any major expansion in the centre The majority of services have some and south of the station would be very costly. overcrowding during the am and pm high peak Options to alleviate peak crowding from the hours. On local services passengers typically east of Leeds are also likely to benefit from stand from as far out as East Garforth, and this infrastructure enhancement east of Leeds. passengers often stand from York on fast and However, the scope of this infrastructure semi-fast services. It is likely that additional cannot be determined until the total number of infrastructure will be required east of Leeds additional vehicle arrivals in Leeds is known. as an alternative to greater platform capacity For this reason options for infrastructure east at Leeds station, as the station cannot of Leeds are discussed later in this chapter,

71 and schemes to alleviate peak crowding diversionary routes road replacement services from the east are presented in isolation to may be required to serve intermediate stations. the infrastructure purely to demonstrate that However, east of Gilberdyke there is no there is a business case to provide extra train practical diversionary route for traffic between capacity. Hull, the ECML and places to the south In the absence of any major infrastructure and west. Therefore, when the signalling is work east of Leeds the most sensible option renewed consideration should be given to to alleviate overcrowding would be to lengthen provision of bi-directional signalling between the busiest local and semi-fast services from Gilberdyke and Hull. The line from Temple York and the busiest services from Selby Hirst on the ECML to Selby and Hull is by two vehicles each. In practice this would normally closed during the night hours and require four vehicles spread over two York – therefore any expansion of services later at Leeds local services, 12 vehicles spread over night (or earlier in the morning) would have six York – Leeds semi-fast and fast services cost implications for signal operations staffing and six vehicles spread over three Selby until signalling control can be centralised into a – Leeds services. Although the practicalities route signalling centre. of this option have not been developed, it is Traffic on the line from York to Scarborough likely that it will offer a high value for money is now less seasonal than in the past, due to indicated by a BCR of greater than 2.0. growing conference and “short break” trade Additional short distance services may offer within the town. There is no diversionary better value for money than train lengthening; option other than a highly circuitous route however, as stated previously, this will not be via Hull and the Wolds Coast. Therefore the fully understood until infrastructure options future engineering access strategy will have to east of Leeds have been developed. recognise the need to maintain weekend train Engineering access services as a minimum up to the early evening At the Leeds end of the corridor, suitable on Saturdays and from the early afternoon on diversionary routes do generally exist so that Sundays (mid-morning during holiday periods). despite the need to provide for TransPennine Potential options for this include single line Express services on a 24-hour basis it is working and the provision of bi-directional normally possible to maintain rail access signalling when renewals become due. between main centres during engineering work, although given the nature of the

Table 5.6 – Leeds – York/Hull/Scarborough options

Option Description Gap(s) Recommendation BCR addressed in RUS?

YS1 York – Leeds and Selby – Leeds train Peak crowding Develop in conjunction >2.0 lengthening: with infrastructure • 22 additional vehicle arrivals/ solutions east of Leeds, departures spread across 11 services including the possibility in each peak of additional services as an alternative or • Platform lengthening complement to train lengthening

72 n Barnsley and Pontefract lines from two to four. The option for two vehicles offers medium value for money indicated by a Peak crowding BCR of 1.6. Currently services to and from Knottingley and Sheffield are overcrowded during the high Engineering access peak hours with large numbers of passengers The largest centre within this corridor is standing between Castleford, Woodlesford and Barnsley. For travel to Leeds, options exist Leeds. It is recommended that the frequency via both Wakefield and Huddersfield, so of Knottingley – Leeds services is increased that even if one route is blocked generally during the peak from hourly to half-hourly. a throughout journey by rail is possible. The new service would be operated by units Similarly, Manchester can be reached via in three-car formation, thereby providing Huddersfield or via Sheffield. However, in the an additional 12 vehicle arrivals/departures case of Barnsley – Sheffield (giving access to over three hours. Infrastructure work will be Doncaster, the East Midlands and London), required at Castleford to accommodate the there is only one route available via Elsecar additional traffic. and Meadowhall. To provide consistent seven-day access consideration will need Despite having an inferior business case this to be given to provision of bi-directional option is preferred to an additional Castleford signalling when renewal becomes due. – Leeds service, as some overcrowding occurs east of Castleford and it is not thought that Regional links train lengthening within the constraints of The currently hourly passenger service to existing platform lengths will provide sufficient Knottingley is infrequent relative to the size of capacity in the high peak. Furthermore, the conurbation, and local stakeholders believe additional service from Knottingley will partially that more frequent services are required to alleviate the regional links gap described support regeneration in the area. Analysis below. Overall the scheme has a medium suggests that increasing the frequency of the value for money indicated by a BCR of 1.5. Knottingley – Leeds service to run two per hour for most of the day will have a low value WYPTE believe there may be merit in for money business case and as a result it is operating a Leeds – Pontefract Monkhill peak not recommended at this stage. Further work service and this will be subject to further will be undertaken following the consultation evaluation during the consultation period. period to understand whether regeneration In the Barnsley – Sheffield corridor, most activity in the area will strengthen the business trains are overcrowded during the high peak case for the option. hours with standing occurring from as far Freight capability as Wombwell. Approximately four additional The absence of a suitable route to allow vehicles are required to alleviate this and intermodal container traffic to pass on accommodate future growth; however, some standard wagons from Wakefield Europort standing occurs on trains which start or northwards has been identified as a handicap to terminate at Huddersfield (the Penistone line). development of this traffic as indeed is the lack It is not clear how the impending TramTrain of diversionary routes for use during engineering trial will impact this and it is therefore works or perturbation on the ECML. The recommended that initially two peak Barnsley Wakefield Europort to Colton Junction section of – Sheffield services are strengthened by one the route is therefore included for development vehicle each. If the TramTrain rolling stock work in the Northern Gauging Project. is not retained following the trial the required number of additional vehicles will increase

73 Table 5.7 – Barnsley and Pontefract lines options

Option Description Gap(s) Recommendation BCR addressed in RUS?

BP1 Knottingley – Leeds peak shuttles: Peak Develop further to 1.5 • 4 x three-car new Knottingley – Leeds crowding, improve value for money services in each peak regional links if possible • New track infrastructure at Castleford BP2 Castleford – Leeds peak shuttles: Peak Develop further in 2.7 • 4 x three-car new Castleford – Leeds crowding, conjunction with BP1 to services in each peak regional links address crowding east of Castleford and/or • New track infrastructure at Castleford improve regional links BP3 Operate BP1 all day Regional links Do not include in 1.4 strategy. Investigate further during consultation period BP4 Barnsley – Sheffield train lengthening Peak crowding Include in strategy with 1.6 • Two additional vehicles spread across possible inclusion of two two peak arrivals/departures more vehicles BP5 Loading gauge for intermodal freight Freight Wakefield Europort traffic capability to Colton Junction is included in development work for the Northern Gauging Project

n Wakefield line vehicles. The scheme offers high value for money, indicated by a BCR of 3.4, and is Peak crowding dependant on proposed infrastructure work at Considerable growth in peak demand has Wakefield Westgate. If this work does not go occurred in recent years and a number of ahead it is recommended that the additional trains in the high peak and shoulder peaks capacity provided through the Wakefield have some standing into and out of Leeds. shuttles is replaced by adding five vehicles Overcrowding predominantly occurs over a to the fleet such that services from Sheffield short distance on trains which call at Outwood via Moorthorpe can operate in up to five-car and Sandal & Agbrigg, as these stations are formation. Alternatively this capacity could not served by the longer National Express be provided by operating a second additional East Coast (NXEC) and CrossCountry (shoulder peak) service between Doncaster services. Given the characteristics of this and Leeds. These options still meet the overcrowding it is recommended that a new minimum value for money criteria. half-hourly Wakefield – Leeds service is operated during the busiest peak hour in Freight capability the morning and the evening, and that one The Freight RUS identified a gap in terms of additional peak stopping service is operated lack of adequate freight paths over the South between Doncaster and Leeds in each peak Kirkby – Hare Park section. At the present period. It is also recommended that during time, further work is required to assess the the rolling stock cascade to deliver HLOS ability to deliver improvement by means of capacity requirements the current Class 321 timetabling solutions and the extent to which rolling stock is replaced with higher capacity an infrastructure enhancement approach may

74 be required, such as by four-tracking, grade the section of line between them is already separation or provision of overtaking facilities. very close to capacity and therefore any Consideration will also be given to the possibility service perturbation will have a significant of alternative routeing for freight traffic, which impact, particularly given the diversity may reduce the pressure on this section. of origins and destinations of the trains. Proposals for improvement will be developed Reactionary delays based on the work mentioned above to South Kirkby and Hare Park Junctions have assess future solutions. been identified as significant locations for reactionary delay, arising from the fact that

Table 5.8 – Wakefield line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

WF1 Wakefield – Leeds and Doncaster Peak crowding Include in strategy 3.4 – Leeds peak shuttles: providing Wakefield • 2 x three-car Wakefield Westgate scheme is implemented – Leeds services in each high peak hour • 1 x four-car new Doncaster – Leeds service in each peak • Change Doncaster – Leeds rolling stock to higher capacity vehicles WF2 Sheffield – Leeds via Moorthorpe train Peak crowding Only include in strategy if 2.1 lengthening or a further Doncaster WF1 is not implemented – Leeds Peak shuttle • 1 x four-car new Doncaster – Leeds service in each peak • Five additional vehicles spread across five services in each peak • Change Doncaster – Leeds rolling stock to higher capacity vehicles • Platform lengthening WF3 Timetabling work to examine provision Freight The Shaftholme Junction n/a of extra freight paths capability Remodelling scheme (capacity) would allow a number of services to be re-routed away from the Doncaster – Hare Park corridor thereby freeing up some freight capacity

75 n Huddersfield line train punctuality will be completed however, it is anticipated that enhanced freight loops are Peak crowding required at Marsden and at Diggle. A cost of The number of commuters using the line £6 million has been included in the appraisal has been increasing steadily for several for this. As well as ensuring that the timetable years. During the high peak in particular is robust, this infrastructure work would also overcrowding occurs between Huddersfield reduce Manchester – Leeds journey times, and and Leeds, and between Huddersfield and as such contributes towards the DfT’s published Manchester on both Northern Rail and aspiration for a 43-minute Manchester – Leeds TransPennine Express services (whilst the journey time. Funding provision for journey time North-West RUS included a strategy for improvements was included in ORR’s recently alleviating crowding on Northern Rail services published Draft Determination for CP4. Other between Huddersfield and Manchester, it was means of improving capacity on the route in the context of the Yorkshire and Humber may exist such as operating faster and better RUS examining the route as a whole). accelerating rolling stock on local services. The mixed rolling stock type and varied calling However, the work to date does show that five pattern of services mean that it is not possible trains per hour can be timetabled on the route to increase the frequency of the local services at the cost of some unevenness of departure operated by Northern Rail. It is therefore times at Manchester and Leeds, as well as some recommended that Northern Rail services are pathing time in other services, though the affect lengthened to alleviate overcrowding between on performance is not yet quantified. Leeds and stations which are only served It also is anticipated that new infrastructure by these trains. It is anticipated that around will be required east of Leeds with the facility nine additional vehicles are required, with the for both overtaking and turnback manoeuvres. longest trains increasing to operate in five-car This will allow operation of the additional formation.1 This option has a medium value for TransPennine Express services through money case, indicated by a BCR of 2.0. Leeds, as well as additional Northern Rail It is also recommended that the frequency services from the Calder Valley (see also of TransPennine express services between Calder Valley section). Manchester and Leeds is increased from four This option is preferred to train lengthening to five trains per hour. The additional service as the cost of operating longer rolling stock would start/terminate at York if possible, with throughout the route is significantly greater. an aspiration for a clock-face quarter-hourly Manchester – Leeds – York frequency, and an Off-peak crowding hourly Manchester – Leeds – Selby frequency. The number of passengers travelling during This scheme would provide significant additional the weekday inter-peak (10:00 – 15:59) has capacity between York, Leeds, Huddersfield increased significantly over the last few years, and Manchester, and represents an efficient use and passenger counts indicate that several of rolling stock as each additional set of rolling TransPennine Express services are operating stock will provide more than one additional peak at or beyond seating capacity between Leeds arrival/departure in Leeds or Manchester. and Manchester. By 2014 it is anticipated that without additional rolling stock, three out of TransPennine Express has produced a four services will have passengers standing high-level analysis of train punctuality and between Leeds and Manchester. concluded that the majority of any adverse impact from operating an additional service It is recommended that the additional peak can be mitigated. During the consultation TransPennine Express service is also operated period a detailed analysis of the impact on during the inter-peak as this is an extremely

1 In practice this would be four 23-metre long vehicles or five shorter ‘pacer’ vehicles

76 efficient way to accommodate demand growth the increase in journey time in any case is between Manchester and Leeds. When significant. Consideration will need to be given to combined with the peak option, the scheme bi-directional signalling and a flexible layout over offers a high value for money indicated by a this section when renewals become necessary. BCR of greater than 5. Regional links Engineering access Stakeholders believe that the current journey This section of route is one of the most critical times and frequency of services between in terms of “24/7” access, given the existence Manchester and Leeds are inadequate to not only of various freight operations but also meet the requirements of steadily increasing of TransPennine Express passenger services numbers of passengers. throughout the night to maintain a link with Operation of the fifth TransPennine Express Manchester Airport. The need can generally service between Manchester and Leeds, along be accommodated by the fact that a number of with the potential associated infrastructure alternative routes exist so that in most cases works will provide a significant improvement rail access between the principal centres over the current situation. can be maintained. The primary solution will therefore continue to be based around careful Freight capability possession planning, coupled with progression The present loading gauge of W8 is not of schemes to improve the loading gauge profile conducive to development of the intermodal of diversionary routes for freight traffic. Heaton container market, where the increasing Lodge Junction to Thornhill LNW Junction is a requirement is to convey 9’6” containers on key section for TransPennine Express services standard wagons. As a result, the Leeds as it is not economic to maintain TransPennine – Huddersfield – Manchester route is included Express train crew route knowledge via Bradford within the development work for the Northern Interchange for diversionary purposes and Gauging Project.

Table 5.9 – Huddersfield line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

HD1 Huddersfield/Brighouse – Leeds Peak Include in strategy 2.0 lengthen stopping services: crowding, • Nine additional vehicles spread off-peak across approximately five services crowding • New platform at Huddersfield • Platform lengthening at other stations HD2 Manchester – Leeds additional all day Peak Include in strategy, and >5.0 hourly semi-fast service: crowding, examine options to • 1 x three-car additional hourly service off-peak push additional service in each direction crowding through to York • Enhanced freight loops at Marsden and at Diggle HD3 Manchester – Leeds semi-fast train Peak crowding Do not include in strategy 1.9 lengthening: as inferior to HD2 • 12 additional vehicles spread across approximately six services • Platform lengthening HD4 Restrictive loading gauge for freight Freight Included in development n/a trains capability work for Northern Gauging Project

77 n Calder Valley line However, in order to improve all-day journey times other services would need to Peak crowding be provided. For example, extending the During the high peak hours and parts of the post-Metrolink Rochdale hourly service to shoulder peaks the eastern end of the route is Todmorden in the off peak, in addition to the one of the most overcrowded in the RUS area peak recommendation, would allow about a with passengers on some trains standing from six-minute journey time improvement in the as far as Halifax. It is recommended that five slower post December 2008 Leeds – Bradford additional four-car Halifax – Leeds services – Manchester service. Such an all-day option are operated during each peak period. Despite is likely to offer medium value for money requiring an additional crossover at Bradford indicated by a BCR of 1.5.1 Interchange, this option offers high value for money indicated by a BCR of 2.1. It is also The case for, and precise start/end of the more cost-effective than train lengthening, additional service, is subject to further which would involve the operation of longer analysis; options for it to operate further east trains throughout the length of the route with of Todmorden are being examined and new low occupancy for much of the journey. infrastructure at Todmorden or Hebden Bridge may be required instead of the Todmorden A similar option is recommended to meet turnback. Furthermore, the Lancashire and the HLOS capacity metric into Manchester Cumbria RUS identified that extending this by making most efficient use of additional service west via a new curve at Todmorden vehicles with up to six additional Todmorden to Burnley and Accrington may be a viable and Rochdale – Manchester Victoria option providing the infrastructure is required three-car services operating during each to solve the peak capacity problems on the peak period, calling at all stations, rather line into Manchester.2 The final Yorkshire and than train lengthening on the longer distance Humber RUS will need to include a definitive services to/from Leeds. This would require a view on what infrastructure options meet the new turnback facility in the Todmorden area HLOS capacity metric at Manchester but also as the December 2008 timetable increases facilitate other aspirations. the number of services in this area and so turning around all trains on the main line is The option as presented is likely to reduce not possible. In addition this option would the Bradford – Manchester journey time by reduce Bradford – Manchester peak journey around six minutes. Whilst acknowledging times as these services would no longer this is an improvement, stakeholders believe need to call at all intermediate stations. that a larger reduction in journey time could provide a step change in the level of use of the Regional links service, which may generate a large increase The journey time between West Yorkshire and in the value for money of the scheme. On Manchester via the Calder Valley is significantly this basis additional work will be undertaken greater than via Huddersfield, and local to understand whether the journey time can stakeholders believe this has a detrimental be reduced further whilst remaining within impact on the connectivity of places served by DfT funding criteria. One option for this may the Calder Valley line, particularly Bradford. include bespoke linespeed improvements. One way to improve Bradford to Manchester journey times is to remove most intermediate calls. The option to meet peak-hour growth into Manchester helps towards this by removing peak-hour stops west of Todmorden, with the exception of Rochdale.

1 It is assumed that existing Leeds – Hebden Bridge service and one Rochdale/Todmorden – Manchester Victoria service have been merged to form a single through service as per the December 2008 timetable. It is also assumed that the Oldham loop has been taken over by Metrolink. 2 The Lancashire and Cumbria RUS also identified that if the infrastructure atTodmorden is not required to alleviate crowding on the line into Manchester, a fast Burnley/Accrington – Manchester Victoria service may be viable, providing rolling stock is available and that a 78 non-DfT funding route can be identified. Engineering access alternative lies in a lengthy diversion via The largest conurbation primarily dependent Leeds. When signalling renewals become due, on this route is Bradford. The city benefits it will therefore be appropriate to consider bi- from the fact that it has two main stations directional facilities in this area. and two separate routes to Leeds, so that Reactionary delays in normal circumstances at least one route Rochdale station has been identified as a between Bradford and Leeds is always very significant cause of reactionary delays, available and in turn Leeds connections are though this appears to be a technical anomaly almost invariably available to key destinations due to the fact that Oldham loop services such as Doncaster, York and London. For terminate and almost immediately restart as travel in a south-westerly direction towards another service. Transfer of the Oldham loop Halifax and Manchester, the position is less to Manchester Metrolink may overcome the favourable, since if the line between Bradford problem. Interchange and Halifax is blocked the only

Table 5.10 – Calder Valley line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

CV1 Halifax – Leeds additional peak Peak crowding Include in the strategy, 2.1 services: subject to further work on • 5 x four-car additional service in each option CV3 direction • Additional crossover at Bradford Interchange (as part of planned scheme) CV2 Manchester Victoria – Leeds train Peak crowding Do not include in the 1.3 lengthening: strategy • 20 additional vehicles spread across the majority of peak arrivals into Leeds • Platform lengthening CV3 West Yorkshire – Manchester Victoria Peak Include in the strategy 1.5 improved journey times and additional crowding, subject to further services: regional links development • Leeds – Victoria (via Bradford) trains run fast between Todmorden and Manchester all day, calling only at Rochdale • Six Rochdale – Manchester three-car peak stopping services • Hourly additional all-day Todmorden (or beyond) – Manchester services, calling additionally at stops removed from Leeds services • Potential new infrastructure at Todmorden or Hebden Bridge

79 n Hope Valley line Regional links Stakeholders believe that the frequency of fast Peak crowding services between Sheffield and Manchester There is an increasing problem of peak is insufficient relative to the size and proximity period crowding on all operators’ services into of these major UK cities. Analysis suggests Sheffield, which is anticipated to deteriorate that extending the previous option to operate over CP4 as a consequence of expected an inter-peak hourly Manchester – Sheffield passenger growth on the route. The preferred service is likely to offer at least medium value option to alleviate this is an additional hourly for money; however, it is anticipated that peak-busting Manchester – Sheffield service additional freight loops in the Hope Valley may during the three-hour am and pm peaks. be required as the demand for freight paths is This may be an extension of an existing greater than during the peak. Additional work is Manchester – New Mills Central service. This required to understand the potentially sizeable option would require a redoubling scheme performance benefits from this infrastructure at Dore Junction at an estimated capital before a definitive recommendation on cost of £15 million. Including the cost and additional inter-peak services is possible. stand-alone benefits from redoubling Dore This may include East Midlands – Junction, the BCR of the additional service Manchester services via the Dore South is estimated at approximately 2.0, which is Curve, although initial analysis suggests the indicative of high value for money. During the business case for this is inferior to the current consultation period further analysis is required recommended option. to understand the detailed performance impact of redoubling Dore Junction, as the current Freight capability analysis is based on work produced in 2004. Growing demand for stone, in particular, from the Buxton area suggests that in the near Lengthening some existing peak services from future it will not be possible to handle the three-car to four-car operation has a similar volume of freight trains without significant value for money case; however, in contrast adverse impact on the performance of existing to the previous option it does not address the trains in the area, assuming that paths could regional linkage gap discussed below. For this be found at all. It is therefore proposed to reason it is viewed as a fall-back option for carry out further work to look in more detail delivering more peak capacity on the route. at the benefits of providing a freight loop in In practical terms, it is recognised that each direction to enable freight trains to be to accommodate additional Hope Valley overtaken by faster interurban passenger trains some recasting of local services in trains. Freight would also gain benefit from any the Manchester area would be necessary, redoubling scheme at Dore Junction. probably involving the Marple and New Mills Reactionary delays services. There may be opportunities to meet Significant reactionary delays have been some of the quantum required during CP4 identified as occurring at Dore station junction without an adverse effect on performance. and Totley Tunnel East, one cause being the short section of single track through Dore & Totley station. As mentioned above, it is intended during the RUS consultation period to carry out further performance analysis to assess the case for double-tracking.

80 Table 5.11 – Hope Valley line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

HV1 Additional peak Manchester – Sheffield Peak Recommend in the 2.0 services: crowding, strategy subject • At least two-car additional hourly service regional links to performance via New Mills modelling work • Double tracking through Dore station

HV2 Manchester – Sheffield peak train Peak Alternative to HV1, 2.0 lengthening: crowding however do not • At least four additional vehicles spread include in strategy across four services • Platform lengthening

HV3 Additional inter-peak Manchester Regional Recommend in the Approx – Sheffield services: links, freight strategy subject 2.0 • Two-car additional hourly service via capability to performance New Mills modelling work • Additional freight loops in Hope/ and HV1 being Grindleford area implemented • Double tracking through Dore station (completed with HV1)

n Sheffield – Doncaster/Moorthorpe line working together to understand the scope of this scheme and ascertain whether it is likely to Peak crowding meet the minimum DfT value for money criteria. A number of services are overcrowded during the high peak hour in the morning and Engineering access particularly the evening, with standing typically Diversionary opportunities exist for many occurring from as far as Conisbrough on the purposes (although these are limited in terms Doncaster line and from Bolton-on-Dearne on of capacity and linespeed), but there are no the Moorthorpe line. It is recommended that suitable alternatives between Mexborough and an additional six vehicles are spread across Doncaster and as such this section should be two peak Doncaster – Sheffield services and considered for bi-directional signalling when one peak Leeds – Sheffield via Moorthorpe signalling renewals become due. Rotherham service. The options for both lines have a high Central station, being located on a loop, can value for money case, indicated by BCRs of be adversely affected by engineering work, but 3.1 and 2.5 respectively. effectively mitigation could only be provided by reopening Rotherham Masborough station; Regional links however, with the various cost and other Rotherham has a service frequency of three issues such an approach has not generally trains per hour, and a number of stakeholders found favour. believe this is insufficient given the size of the rail catchment and the proximity to Sheffield. Freight capability A sizeable infrastructure enhancement would The line forms an important component in the be required to achieve an increased service overall freight network and its current limited frequency and Network Rail and SYPTE are loading gauge if not improved would form an

81 increasing constraint to development of Rotherham Central and Aldwarke Junction at the growing intermodal container market. a somewhat lower level are also significant As a result this route is included within reactionary delay locations. One cause is the development work for the Northern the single line section between Rotherham Gauging Project. Central and Holmes Junction over which all passenger trains serving Rotherham must Reactionary delays pass and which can readily become a source Swinton has been identified as a location at of congestion in the event of out-of-course which very substantial reactionary delays running. The Holmes Chord doubling scheme, occur in respect of both passenger and freight if implemented, would reduce the reactionary trains. It forms a hub at which several lines delays in this area. converge and the services passing through it originate and terminate over a very wide area and as such it is likely that as traffic continues to grow consideration will have to be given to capacity improvement, which could include additional tracks and grade separation.

Table 5.12 – Sheffield – Doncaster/Moorthorpe line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

SD1 Doncaster – Sheffield peak train Peak crowding Include in strategy 3.1 lengthening: • Four additional vehicles spread across two services SD2 Leeds – Sheffield via Moorthorpe peak Peak crowding Include in strategy 2.5 train lengthening: • Two additional vehicles on one service

SD3 Increase train service frequency from Regional links Business case being n/a three to five per hour via doubled developed Holmes Chord

SD4 Improve loading gauge for intermodal Freight Lines included in n/a freight trains capability development work for Northern Gauging Project

82 n Immingham/Cleethorpes line It is likely that if a new hourly or half-hourly service from Doncaster were introduced, Engineering access sufficient passengers would be attracted to The key flows in this corridor are freight cover the cost of operation. An hourly or better traffic to and from Immingham and also for service frequency cannot be operated however, the Corus plant at Scunthorpe. The south without significant infrastructure work at Humber corridor forms part of the pilot Seven Doncaster station. This infrastructure work may Day Railway workstream and as part of this be required to deliver additional capacity on the exercise the issues and opportunities will be ECML; however, it is not likely that this will be more fully examined. The recent upgrading of known by the end of the consultation period. the Barnetby – Gainsborough via Brigg line Based on an analysis of the likely mode share offers improved diversionary opportunities, that rail could capture, the total number of particularly for freight traffic. The most critical airport passengers would be required to grow area remaining is the three-track section approximately in line with the airport’s official between Brocklesby and Barnetby, where no growth projection of around 16 percent per alternative route is available. When signalling annum to 2016 to offer high value for money. 1 renewals become due, it will be appropriate to consider bi-directional working and/or four- A third party funder with an aspiration for tracking of this section. hourly or better services would need to be satisfied that total scheme benefit is at least Regional links twice the estimated £9 million cost of the Robin Hood Airport Doncaster Sheffield infrastructure work as well as the estimated (RHADS) does not have any rail services, operating cost of at least £700,000 per annum. despite being adjacent to the line from Doncaster. Local stakeholders believe that the Freight capability accessibility of the airport and the local area The lines in this corridor are heavily used suffers as a result, and view provision of direct by freight for which capability has recently services to and from Doncaster as a solution been substantially improved by the upgrade to this. The airport owners have already of the Brigg line. Against this background, committed to finance the cost of a new station the restricted loading gauge would handicap at the airport. development of the intermodal market.

The simplest way to serve the airport would be Reactionary delays for current Lincoln – Doncaster services to call Wrawby and Brocklesby Junctions are both there. This would be extremely low cost and significant sources of delay – for freight trains could be accommodated within the existing they are the highest source of reactionary timetable. Unfortunately only five services delay within the RUS area. This is to some per day are currently routed via the site of the extent an inevitable consequence of the sheer proposed airport station and this would not be volume of freight movements in the area, that attractive. It is estimated that up to 5,000 coupled with the number of conflicting moves passengers per annum would use the service and the diverse origins and destinations of and it is unclear whether this would offset the traffic causing delay to be imported from the dis-benefit through the slightly increased a wide area of the network. It is expected that journey times caused by the addition of the recently completed upgrade of the Brigg the airport call. It is recommended that the line will to some extent ease the position. incumbent Train Operating Company should Beyond this, it is likely that quadrupling of the decide as to whether there is a commercial track mentioned under engineering access case for a service on this basis. would bring further benefit.

1 A BCR of at least 2.0 is typically required for public funding of a scheme with a high infrastructure cost

83 Table 5.13 – Immingham/Cleethorpes line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

IC1 Airport calls in existing services Regional links Commercial decision n/a • Five trains per day in each direction for Train Operating Company • Airport station funded by private sector IC2 New airport service Regional links Local stakeholders to n/a • New hourly or half-hourly service develop further • Requires Doncaster infrastructure scheme • Airport station funded by private sector IC3 Improved loading gauge for freight trains Freight Included in n/a Doncaster – Immingham via Scunthorpe capability development work and via Brigg for Northern Gauging Project

IC4 Improved loading gauge for freight trains Freight As above Gainsborough – Lincoln – Wrawby capability

n Penistone line at the Sheffield end of the line. There will be a need for provision within the TramTrain The Barnsley – Penistone – Huddersfield trial to accommodate crowding and growth line is a Community Rail route and is also south of Barnsley and for similar provision on proposed for the TramTrain trial project. It completion of the trial. is expected that development of the route will be led by those initiatives. There is n Retford/Lincoln line currently a small amount of peak crowding Freight capability at the Huddersfield end, which will be This line has considerable potential for freight further investigated by WYPTE during the which, so far as intermodal traffic is concerned, consultation period. See also Barnsley and is limited by restricted loading gauge. Pontefract line for options to alleviate crowding

Table 5.14 – Retford/Lincoln line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

LN1 Gainsborough – Lincoln – Wrawby Freight Included in development n/a Loading gauge for freight trains capability work for Northern Gauging Project

84 n Chesterfield line capacity to relieve overcrowding. Also, East Midlands Trains is seeking to extend its Peak crowding London – Derby services to/from Sheffield Growth in commuting demand in this corridor from December 2009 giving two trains an has led to overcrowding on a number of peak hour between London and Sheffield which, if services where these are formed of two-car or implemented, will provide further additional three-car trains. Introduction of the new hourly capacity between Chesterfield and Sheffield. Leeds – Sheffield – Nottingham service in December 2008 will provide some additional

Table 5.15 – Chesterfield line options

Option Description Gap(s) Recommendation BCR addressed in RUS?

CH1 Peak growth and crowding between Peak n/a n/a Chesterfield, Dronfield and Sheffield is crowding, off expected to be addressed by the new peak crowding Nottingham – Leeds service starting in December 2008 and a possible increase in Sheffield – Chesterfield – London services in December 2009

n Wolds Coast line end for long-distance high speed and local passenger services. For many purposes, No significant gaps have been identified possession planning based around diversion in respect of this line, beyond the fact that via Doncaster and the ECML provides a overcrowding can occur during the high practical alternative, but it would be unrealistic summer. It is expected that additional rolling not to recognise that the potential may be stock acquired for the Monday to Friday urban limited by increasing pressure on the Swinton peaks will provide the basis of improved – Doncaster line and the ECML. As such capacity at weekends. development of these routes will need to take n Miscellaneous into account the ability to handle diverted Engineering access traffic especially at weekends. Options may The Swinton – Church Fenton line forms a include the provision of bi-directional signalling key artery for freight traffic and at its southern when renewals become due.

Table 5.16 – Miscellaneous options

Option Description Gap(s) Recommendation BCR addressed in RUS?

MC1 Swinton – Church Fenton Engineering Develop further n/a access

85 n Leeds station area York or Selby (or possibly Church Fenton), none of which would be an efficient use of resources. Peak crowding It is therefore proposed to create a turnback Services from the Airedale, Wharfedale facility in the Micklefield area which would and Harrogate lines almost exclusively use enable a more intensive operation within the platforms 1 – 3 at the far north of Leeds station, WYPTE area where the greatest demand exists and trains are often accommodated during the and would also permit some degree of “bounce peak by double stacking at each platform. This back” operation whereby (for example) an early practice means that the full length of these morning peak train from the west of Leeds could platforms is utilised at the busiest times and it proceed to the turnback facility in sufficient time is unlikely that there is sufficient peak capacity to form a later peak train from Micklefield into at these platforms for additional or longer Leeds. Thus it would become possible for one trains. It is therefore recommended that one or train set to contribute at least two peak journeys two additional bay platforms with associated into Leeds in the morning and out in the track and signalling work are constructed at evening, which could not otherwise be achieved. the north of Leeds station to accommodate additional and longer peak trains. Detailed work Engineering access is currently underway to understand the scope As explained earlier in this chapter, for many of of the infrastructure requirements. However, the major passenger and freight destinations the combined business case for the three lines suitable diversionary routes exist from Leeds or is robust against the likely capital cost. It is with some upgrading could be made available. estimated that the combined capacity options However, with most rolling stock stabling and for the three lines will offer a high value for maintenance in the area centred on Neville Hill, money case if the cost of Leeds station works the route between Leeds station and Neville were less than £5 million, and medium value Hill is of vital importance to passenger train for money if the cost remains below £25 million. operations. No practical alternative route exists and with ongoing growth in traffic its usage will Similarly, the increasing length and quantum continue to increase. It is therefore recommended of trains at peak periods on other routes into that the Seven Day Railway workstream will need Leeds will mean that the present platform space to examine as a priority means of maximising will become insufficient because, again, double access on a “24/7” basis. Options for this include stacking of trains in platforms will no longer be bi-directional signalling and single line working. possible and some of the shorter bay platforms will be of limited practical use. Rapid growth Reactionary delays to date has already absorbed most of the Analysis has shown that Whitehall Junction is additional capacity created under the Leeds First the largest source of reactionary delay at any initiative of a few years ago. Further expansion single location within the RUS area. This arises of platform capacity in the centre and south of as a result of the very intensive operations in the station would be very costly apart from the the area, coupled with congestion related to a possible creation of one new bay platform on the rail infrastructure which, despite interventions south side, the feasibility of which requires more in the relatively recent past, is becoming detailed investigation. The solution proposed increasingly inadequate as train services is to reduce the number of trains terminating continue to grow in response to demand. It at Leeds, thus freeing up capacity within the is therefore recommended that as options station. This can be achieved by linking stopping are developed for further enhancing capacity services operating to the west of Leeds with at Leeds station performance implications those operating to the east to provide many are fully taken into account and mitigation more cross-Leeds services. measures proposed

The existing track layout east of Leeds implies that all such services would need to continue to

86 . Table 5.17 – Leeds station area options

Option Description Gap(s) Recommendation BCR addressed in RUS?

LD1 Combined Leeds north-west option Peak crowding Include in strategy 1.5 with additional infrastructure at Leeds providing infrastructure – 2.0 station: cost below £25 million • Options AI1, WH1, HA1 • Leeds station north end bay platforms LD2 Construct new platform to the south of Peak crowding Include in strategy n/a Leeds station provided providing infrastructure cost acceptable LD3 Construct new turnback facility in Peak crowding Include in strategy n/a Micklefield area for trains from/to providing infrastructure Leeds direction and develop options cost acceptable to make best use of the constrained infrastructure between Micklefield and Leeds LD4 24-hour access between Leeds station Engineering The Seven Day Railway n/a and Neville Hill depot for which no access workstream will need to diversionary route exists examine the scope for bi-directional signalling on all tracks or other mitigation measures LD5 Leeds Whitehall Junction has the Reactionary Development of n/a highest level of reactionary delay within delays measures to improve the RUS area capacity at Leeds will need to take this into account

n Sheffield station area reversibly to allow arrivals and departures in both directions, whilst one of the three Reactionary delays reversibly signalled platforms is typically The Sheffield station area has one of the occupied for approximately 40 minutes in highest levels of reactionary delay within each hour by the London service, placing a the RUS area. It arises in part from the very further limitation on flexibility. On the other intensive train service operated, coupled with hand, to achieve maximum utilisation, some the fact that the station has seen no major Northern local services are scheduled very resignalling or track remodelling for many short turnaround times so that even quite years. As a result, the infrastructure has small delays to the incoming service will react become increasingly inadequate and outdated onto the next working. With planned train as train services have grown and patterns lengthening the situation will become still more have changed in response to demand, whilst difficult, because the opportunity for “double “quick win” solutions where available have by stacking” of trains in bay platforms will be now all been taken up. reduced. From December 2008, most of the The situation is not assisted by the fact that East Midlands Trains’ London to Sheffield not all of the through platforms are signalled

87 services will be formed of Class 222 Meridian Engineering access trains, despite some limitations arising from the The section of line between Sheffield station fact that not all through platforms at Sheffield and Nunnery Main Line Junction is critical to are able to handle 10-car trains. continuity of service between Sheffield and a large number of key destinations as no It is therefore recommended that when practical alternative route exists. At present resignalling is due, consideration is given to it is a section of double track with reversible working on all through platforms conventional Up and Down line signalling. and to the role of the through lines in the It is recommended that when resignalling is station which are lightly used. Additionally, carried out bi-directional working is provided when a major train service change is to facilitate engineering access and increase contemplated a balance will need to be flexibility at times of service perturbation. struck between the lengthy turnaround time allowed for long-distance high speed services and the very short turnaround applied to some local trains.

Table 5.18 – Sheffield station options

Option Description Gap(s) Recommendation BCR addressed in RUS?

SF1 Provide full reversible working on all Reactionary To be considered when N/A through platform lines at Sheffield delays resignalling takes place station SF2 Provide bi-directional working Sheffield Engineering To be considered when N/A – Nunnery Main Line Junction access resignalling takes place

SF3 Capacity scheme to alleviate train Peak crowding To be considered when N/A lengthening of local and long-distance resignalling takes place trains at Sheffield

88 n Doncaster station Regional links There is a strong local aspiration for services Reactionary delays to a new station at Robin Hood Airport Doncaster station area has been identified Doncaster Sheffield at Finningley beyond as an area in which significant reactionary what could be provided by an additional stop delays arise, essentially as a result of the fact in the existing Doncaster – Lincoln service. that numerous north – south and east – west As with performance, detailed development of services cross there on flat junctions. Further proposals will follow creation of the new ECML work on this issue is dependent on the planned timetable, which will determine the optimal development of a new ECML timetable based form for such services and other stakeholder around higher frequencies and an almost aspirations for this important node. “standard hour” timetable. Once this timetable is more fully developed, it will be possible to consider in greater depth what timetabling or infrastructure solutions may be appropriate in relation to other services. ns

Table 5.19 – Doncaster station options

Option Description Gap(s) Recommendation BCR addressed in RUS?

DR1 Split Scunthorpe – Sheffield service at Reactionary Not appraised as option N/A Doncaster and divert Lincoln services delays requires additional to Platform 2 resources DR2 Operate above Scunthorpe – Doncaster Regional links Not included in strategy N/A through to RHADS in isolation as poor value for money

DR3 Identify overall infrastructure Regional Final RUS to set out high N/A requirements for Doncaster station area links, freight level requirements in order to deliver increased ECML capability, passenger and freight train paths, engineering improved performance and facilitate access, and other aspirations (eg. regular services reactionary to RHADS) delays

89 6. Emerging strategy

6.1 Introduction reliant upon there being increased amounts of The study of the routes in the Yorkshire and rolling stock available to the Train Operating Humber area has shown that generally the Companies. Consequently, timescales and routes are very well used by both passenger final capacity solutions will be dependent on and freight traffic. The most acute issues the DfT’s rolling stock strategy and subsequent are accommodating the growth in commuter acquisition, cascade and deployment of rolling journeys and providing additional capacity for stock across the network.

freight traffic. The strategy therefore primarily For Control Period 4 (April 2009 to March seeks to address the question of growth 2014) there is a parallel process that is seeking progressively over time. to meet the Government’s High Level Output The Route Utilisation Strategy process has Specification (HLOS) requirements through considered the current and future freight the Network Rail Strategic Business Plan. This and passenger markets and assessed the process aims to address peak crowding using future growth in each. It has then sought to the options proposed for recommendations accommodate this growth effectively and in the RUS subject to the affordability of efficiently, in accordance with the route infrastructure solutions that allow the efficient utilisation objective specified in Licence use of the rolling stock that becomes available Condition 7. The measures proposed range via the DfT’s Rolling Stock Plan. from lengthening services to provision of additional infrastructure. 6.2 Principles The RUS has considered Regional Planning 6.2.1 Dealing with growth Assessment conclusions and has taken The general principle adopted throughout into account other potentially fundable the RUS has been to consider simpler and stakeholder aspirations, particularly those lower cost interventions before turning to more of the Department for Transport, Passenger complex and expensive solutions. In the first Transport Executives, local authorities instance optimising use of existing infrastructure and regional bodies. In the course of this has been examined. Timetabling solutions investigation, options were developed, tested, have always been sought as preferable to sifted and modified until feasible solutions infrastructure works, subject to there being no were identified with acceptable performance unacceptable performance impact. The next and meeting value for money criteria, which step has been to consider the progressive are consistent with anticipated funding and lengthening of trains where heavy demand exists acceptable to all key stakeholders. to the maximum practical size and only then To align with the 2007 Government White Paper to look towards infrastructure enhancement. “Delivering a Sustainable Railway”, the strategy Again the range of options is considered in also looks forward to interventions which will order, from simpler schemes such as platform help deliver sustainable transport to support extensions, through more far-reaching measures long-term freight and passenger growth. such as signalling and power supply upgrades, or capability works for longer freight trains, or A number of the key recommendations are increased gauge for intermodal traffic, to more

90 comprehensive investment in a particular line Primary delays are those that arise due of route. In many cases, the provision of to a problem with the infrastructure or the additional services may offer a solution to train itself, eg. points failure, vandalism or peak and inter-peak overcrowding, which shortage of train crew. There are other industry offers passengers a better service than simple processes which focus on reducing these train lengthening, even taking into account delays and the RUS has not addressed them. infrastructure capacity improvements. 6.2.3 Access to stations Looking to the medium term, account has Access to the network was also highlighted been taken of the opportunity presented by the as a gap in the RUS. Some measures are introduction of further new trains to assume proposed to improve access to the railway improved capacity per train and to consider such as improved interchange and Park & the part that increased use of electric traction Ride facilities at a number of stations, and might play. there will be a continuing need to work with train operators, the Passenger Transport Ultimately, continued and sustained Executives, local authorities and other passenger growth means that an increasing stakeholders to maximise access opportunities number of enhancement projects have the both within the Network Rail property portfolio potential to deliver tangible economic benefits and beyond it. During the consultation phase, for the Yorkshire and Humber region and the Passenger Focus has offered to help with UK as a whole. more analysis of car parking issues and 6.2.2 Performance opportunities for improved public transport As with many other parts of the country, issues interchange at some key locations. affecting performance on the rail network in 6.2.4 Rolling stock the Yorkshire and Humber area are complex, DfT published its Rolling Stock Plan on 30 given its diversity of routes and the wide range January 2008. The Plan sets out how rolling of services operating over it, with many of the stock will be used to deliver increased capacity services originating from places well outside the and hence contribute to the capacity outputs RUS area. It is clear that major factors are the required over the period covered by the 2007 mix of services with varying speed and stopping HLOS (2009 – 2014) and beyond. The DfT patterns and the large number of complex and train operators have been involved in the junctions and crossings, nearly all on the level, Yorkshire and Humber RUS throughout its with conflicting train movements. These factors development, so it has been possible to see that become critical when trains are running out of the strategy set out in this chapter takes account sequence due to an incident and the strategy of the key provisions of the Rolling Stock Plan. seeks to reduce the scale of these issues. The Northern Rail and TransPennine Express The RUS focuses on these types of delay fleet increases will contribute significantly to this (reactionary delay) that are caused by trains strategy up to 2014. previously delayed elsewhere on the network by primary delays then being delayed further as they have lost their timetable slot or cause delay to other trains.

91 However, the detail of the Rolling Stock Plan the strategy to accommodate the additional is still evolving. The infrastructure funding for vehicles required during CP4 is to concentrate CP4 aims to accommodate the rolling stock the use of Neville Hill depot at Leeds and necessary to meet the HLOS. Should further Newton Heath in Manchester on maintaining rolling stock become available then joint work vehicles. In order to do this, provision of will be necessary to utilise that rolling stock additional servicing and stabling facilities in the most efficient manner. Joint work by will be necessary at a number of locations the Train Operating Companies, DfT and around Yorkshire. Network Rail will continue during the Until IEP roll-out commences for ECML consultation phase of this RUS and will be services to/from London and for CrossCountry reflected in the final document. routes, it is considered that vehicles for Beyond 2014 a further injection of vehicles will long-distance services can largely be handled be necessary both to meet further growth and within existing facilities. The IEP Programme replace the Sprinter/Pacer diesel fleet, and will consider in depth the depot facilities further infrastructure enhancements may be required to allow successful implementation necessary to continue to make best use of this and as the programme is still in its early new rolling stock. stages, it is not possible as yet to indicate the likely implications. Further benefits might be achieved by introduction of a new generation of diesel 6.2.6 Power supplies trains, with better acceleration characteristics Only a relatively small part of the network within than the Sprinter fleet, which would minimise the RUS area is electrified (all at 25kv). However, journey time differentials between stopping traction power supply is potentially critical to trains and faster services on a number of service developments such as the operation of capacity-constrained corridors and thereby more frequent and longer trains, especially in the optimise the timetable. Similarly an increase Airedale and Wharfedale corridors. in the electrified network in the RUS area with Looking further to the future, any additional an associated increase in the electric multiple electrified routes will probably require unit fleet could give an opportunity to procure enhancement of the existing power supply rolling stock with characteristics that optimise infrastructure but will be dependent on the between the needs for rapid acceleration/ exact timetable, train formations and classes deceleration, maximum carrying capacity and of traction that will be used. A significant factor quick access/egress to reduce station dwell will be the power consumption characteristics times. The TramTrain concept, which will be of IEP vehicles and whether they will operate trialled on the Sheffield to Huddersfield route, services in electric mode beyond Leeds, may also provide opportunities to deal with details of which will not become known until some issues in the RUS area. the programme has reached a more advanced For long-distance high speed services operating stage. This issue will be investigated once into the RUS area, benefits in terms of capacity, detailed service patterns of all electric services fleet flexibility and destinations served can are known. be expected from the introduction of Intercity By the end of 2008, it is expected that all Express Programme rolling stock. electrified routes within the RUS area will have 6.2.5 Depots and stabling been made receptive to regenerative braking, A strategic solution to provision of adequate allowing the environmental and financial benefits rolling stock facilities is a network-wide issue of regeneration to be exploited by future new and will be considered as part of the Network build and re-engineered rolling stock. RUS. However, so far as West and South Yorkshire commuter services are concerned

92 6.2.7 Engineering access also apparent. With CP3 nearly at an end, the Most of the RUS recommendations relating amount of new work that can be undertaken is to additional services concern either the very limited. commuter peaks or the main part of the day, Extension of the Leeds – Hebden Bridge the latter on both weekdays and weekends. via Brighouse stopping service to Rochdale These are times when there is currently no to meet up with the Manchester stopping maintenance access. service in the December 2008 timetable A number of routes in the RUS area are used will provide some additional capacity, as will by high passenger and freight tonnages the introduction of the new Nottingham to and the increases in services on these will Leeds service. generally not be sufficient to raise the current The Hull Docks Branch capacity enhancement maintenance category for the specification and scheme completed during the summer of 2008 scheduling of maintenance inspections and has provided significant additional capacity for work. However, the RUS recommendations on freight traffic on the line connecting the docks some routes to run additional or lengthened to the Hull – Leeds/Doncaster line to allow services may drive the need for additional further growth in rail-borne traffic. maintenance access but application of the Seven Day Railway principles will aim to Another scheme completed in the same minimise the effect of this on all passenger timescales is the upgrade of the Barnetby and freight flows. – Gainsborough via Brigg line which provides a further route for freight traffic between the Most of the key towns and cities in the Barnetby area and the southern parts of the Yorkshire and Humber region can be accessed RUS area. It will particularly benefit coal trains by more than one route so when more major between Immingham and West Burton by engineering work is necessary reasonable reducing the mileage these trains operate over continuity of service can be provided, albeit and will allow increased access for maintenance with some extension of journey time. The and renewal on the route via Scunthorpe. same is largely true of the key freight arteries and inter-regional passenger links where in An improved layout will be provided many cases there are reasonable diversionary at Bradford Mill Lane, which will assist routes. A key issue is that comparable performance of the Calder Valley service. capability is provided wherever possible on Higher-speed crossovers will be installed the relevant diversionary routes, particularly in at Church Fenton allowing a small journey relation to gauge clearance. time improvement for services in the York – Leeds corridor and improved performance There are a few sections of route for which when Leeds services are diverted onto the there is no reasonable diversionary route and “Normanton” lines north of Church Fenton. so when renewals or other enhancements This scheme will allow Scarborough to are proposed on these, opportunities should Liverpool services to be timetabled over either be examined to provide a more flexible track the Leeds or Normanton lines without suffering layout such as bi-directional signalling. any journey time detriment.

Remodelling of the junction at Guide Bridge 6.3 The immediate future will provide some journey time benefits for 2008 – 2009 (Control Period 3) Leeds to Manchester services via Diggle and The most acute issues in the Yorkshire and reduce junction occupation times, thereby Humber area are accommodating growth in giving a marginal capacity improvement. freight and peak period passenger traffic, although a number of performance issues are

93 6.4 Short-term strategy 2009 – 2014 n cross-Pennine services will be accelerated (Control Period 4) to move towards the target journey time of 6.4.1 Background 43 minutes Leeds – Manchester via Diggle In July 2007, the High Level Output n possible journey time improvements on Specification was published. The HLOS set other key corridors out the improvements in the safety, reliability n additional freight services as forecast in and capacity of the railway system which the the Freight RUS will be accommodated, Secretary of State for Transport wishes to with re-routeing where appropriate to take secure during the period 2009 – 2014. advantage of new freight routes such as Network Rail’s Strategic Business Plan identifies the recently upgraded Brigg line the schemes required to meet these outputs. n additional services from London King’s The strategy in the medium term consists Cross to or through Doncaster as of measures to increase capacity on peak recommended in the East Coast Main passenger services into Leeds, Sheffield Line RUS and Manchester, to increase and improve n existing Doncaster – Lincoln trains cross-Pennine passenger services throughout may include a stop at a new station the day and to provide capacity for freight at Robin Hood Airport Doncaster growth. In addition, work will commence on Sheffield the development of measures expected to be required in later years. n performance improvement through reduction in Reactionary Delay. The emerging strategy for Control Period 4 is set out as follows below, although some During CP4 there would be the need to initiatives may need to be deferred until undertake development of options for delivery Control Period 5 if the associated infrastructure of the medium-term strategy set out in changes are not funded in CP4. section 6.5.

6.4.2 Train services 6.4.3 Infrastructure The following changes to train services The following schemes would be needed in currently form the recommended strategy order to deliver the above strategy: for CP4: n platform lengthening on a number of lines to n the most crowded local services will accommodate increased train length 1 increasingly be lengthened as additional n new and increased passenger train rolling stock becomes available servicing and stabling facilities 1 n subject to affordability of the provision of n new or improved turnback facilities at turnbacks, additional peak shuttles will be Horsforth, Keighley, Castleford, and in run (a) Leeds to/from Horsforth, Keighley, the Micklefield area Halifax and Knottingley and (b) Manchester to/from Rochdale/Todmorden n some small-scale capacity enhancement in the Calder Valley n some peak services will be extended through Leeds to a turnback facility east n at Leeds, additional bay platforms beside of Leeds Platform 1 and Platform 17, subject to further development work n an additional all-day hourly service will be operated between Leeds or York and n various small-scale capacity enhancements Manchester via Diggle with a timetable between Leeds and Manchester, notably recast of all cross-Pennine services upgrading and lengthening of Diggle loop and upgrading of Marsden loop

94 n IEP infrastructure works 1 n increased flexibility provided by the IEP dual fuel sub-fleet could allow improved n some W9/W10/W12 gauge enhancements, services between places on the electrified funded by HPUK and possibly others network and towns/cities elsewhere identified through the Strategic Freight Network mechanism n minutes journey time between Leeds and Manchester for most fast services n remodelling of Shaftholme Junction 2 via Diggle n a fourth running line at York Holgate and n progressive introduction of new generation associated enhancements 2 DMUs to replace Pacer/Sprinter vehicles n small-scale projects to enhance n a further recast of cross-Pennine services performance, provide marginal capacity via Diggle to provide more capacity improvements and/or journey time improvements funded via the Network Rail n improved journey times between Leeds Discretionary Fund. 1 and Sheffield via Barnsley, Sheffield and Manchester, and Bradford and Manchester Those schemes that are not funded through the ORR Determination for CP4 or other n possible increased use of electric trains funding source will need to be deferred to CP5. within the RUS area (extension of electric train operation is a specific area that the Network RUS is examining) 6.5 Medium-term strategy 2014 – 2019 (Control Period 5) n three fast trains per hour between Sheffield and Manchester 6.5.1 Background The general approach will be to continue and n further increases in train paths on those further develop initiatives commenced in CP4 routes highlighted in the Freight RUS plus in line with the predicted continuing growth in routes where further growth is driven by demand. In addition, by this time a number of gauge enhancement existing rolling stock fleets will be reaching n improved capacity, performance, life-expiry and commencement of a linespeeds and engineering access replacement programme will create between Immingham and Wrawby Junction opportunities for improvements in capacity, n improved capacity, performance, performance, fuel efficiency and attractiveness linespeeds and engineering access to passengers. between Hessle Road Junction and 6.5.2 Train services Gilberdyke The following recommended changes to train n enhanced service to RHADS services form the proposed strategy for CP5: n further improvements to train performance n introduction of peak shuttles and through reduction in reactionary delays. associated infrastructure on lines where turnbacks and other infrastructure As with CP4, during CP5 there would be the enhancements were not affordable in CP4 need to undertake development of options for continued delivery of the strategy beyond the n continued progressive train lengthening control period. of local services, including the shuttles introduced during CP4 n lengthening of London and possibly other LDHS services, mainly as a result of the IEP programme

1 Scheme specifically shown as funded in ORR Draft Determination. The Draft Determination also provided a £60 million allowance to meet the HLOS on Strategic Route 10, which encompasses the Yorkshire and Humber area. 2 ECML scheme specifically shown as funded in ORR Draft Determination

95 6.5.3 Infrastructure eliminated after further development work, but It is envisaged that the following projects will this is considered unlikely because many of be needed to deliver the above strategy: the key dependencies are already clear.

n further platform lengthening n capacity enhancements between Leeds 6.6 Contingent projects and Manchester via Diggle 6.6.1 Intercity Express Programme The Intercity Express Programme sponsored n any turnback facilities or other projects by DfT has commenced development and identified in 6.4.3 that were not affordable whilst it is currently in its early stages it is in CP4 clear that it will be a significant element in n 3 an enhanced layout at Sheffield the long-term development of the railway in n doubling of the Dore & Totley station curve the RUS area, given that ECML services are and new loops in the Hope Valley 3 firmly included in the IEP programme scope. Network Rail will support IEP with a range n additional crossover at Bradford of infrastructure works to accommodate Interchange and some bi-directional operation of the new trains, and National signalling 3 Express East Coast is committed to operation n enhancements between Wrawby Junction of the pre-series trains. The DfT has received and Brocklesby in connection with bids for delivery of IEP vehicles, with a view signalling renewals to contract award in April 2009.

n enhancements between Ulceby and the Immingham dock complex 6.7 Long-term context (Control Pe- n possible extension of electrified network riod 6 and beyond) within the RUS area The Government’s 2007 White Paper n possible incremental improvements to “Delivering a Sustainable Railway” aspires to capacity, performance and engineering a doubling of both passenger and freight traffic access in the Doncaster station area prior nationally over a 30-year period; however it is to more significant enhancement on the recognised there may be wide variations on back of signalling renewals in the longer individual routes or parts of routes according term to local circumstances. In the event of very rapid growth there is little doubt the strategy n any further W9/W10/W12 loading gauge for handling demand in the longer term must works identified through the Strategic look first to make best use of the existing Freight Network mechanism infrastructure in the RUS area and then to n other schemes identified as representing the opportunities offered by the wider rail value for money to reduce reactionary network. These could include, for example, delay and/or improve the balance between making use of any remaining capacity for engineering access and continuity of growth on lines outside the RUS area. There service operation. could also be options for reopening currently disused lines where feasible or construction Delivery of the strategy for the route during of some completely new sections of railway. Control Periods 4 and 5 will require analysis of The latter could be unconstrained by traditional the value of the different inputs and outputs to limitations on maximum speed, loading gauge understand better the relationships shown, and and other output characteristics. to produce a robust staged implementation plan. Some of the inputs might be redefined or

3 in association with renewal schemes

96 This section of the document examines benefits in terms of faster acceleration from what a doubling of passenger and freight stations and would significantly improve the traffic over the 30-year period 2007 to 2037 performance of services over the hilly sections could mean for the RUS area. It is assumed of the route. that all passenger markets would double. The Hope Valley route is another corridor However, for freight it is assumed that the where further increases to passenger service majority contribution to a national doubling of levels are a possibility given that it links the freight traffic would be intermodal traffic. This Sheffield and Manchester City regions as well would operate over the key freight arteries as providing longer-distance links. This would connecting the ports, the Channel Tunnel and entail significant four-tracking of the existing regional distribution centres and would require route, which has only ever been a two-track typically an additional two or three paths per railway for most of its length although the hour on those arteries. provision of freight loops (as mentioned in The rate of increase in passenger demand 6.5.3) would allow some improvement to over the last few years, particularly on cross- the number of services using the route. The Pennine services, has been well above the alternative would be to reinstate the Buxton national average. Projected forward (including to Matlock route, which would allow much the impact of the increased passenger trains of the eastbound aggregates traffic from proposed above) this could well mean that the Peak District to be taken off the Hope this route would see more than a doubling of Valley line, thereby freeing up capacity for an passenger numbers and that would suggest improved passenger timetable offer between that by Control Period 6 (CP6) when all Sheffield and Manchester. This option could practical options on longer and more frequent also provide improvements between the East trains have been taken up, the cross-Pennine Midlands and North West, which the East route via Diggle will be operating at capacity. Midlands RUS will be examining. At that stage, the only practical option would An alternative option to relieve cross-Pennine appear to centre on four-tracking much more capacity put forward by various stakeholders of that corridor unless a section of completely is the reopening of the former Woodhead new railway was constructed. route, involving reinstatement of a two- Four-tracking would almost certainly entail track railway between Deepcar, Penistone the renovation and reopening of the former and Hadfield coupled with upgrading of Down and Up slow line tunnels at Standedge. the existing railway between Sheffield and Additionally, with the restrictions posed by Deepcar and in the Hadfield area. It is Scout Tunnel and Stalybridge Old Tunnel recognised that, unlike the four-tracking of the one way forward might be to re-open some Diggle route, this offers an additional benefit sections of the former railway on the opposite in providing greatly improved connectivity side of the valley and some new alignments. for the Barnsley, Penistone and Hadfield Between Huddersfield and Standedge areas however it would do little to relieve the generally sufficient space already exists to key capacity shortage between Leeds and accommodate a four-track railway – this Manchester. In addition, there are several section having consisted of four tracks in the significant practical limitations. Most notably, past – but there is a risk to linespeeds as without very major construction work access the current two-track railway makes best use to the route from the present Sheffield of the old four-track formation to maximise station would require trains to reverse at speeds. This risk could be ameliorated by or near Woodburn Junction and put further the use of rolling stock with tilt technology. pressure on the heavily used two-track Equally electrification of this route would bring section immediately north of Sheffield station.

97 Furthermore, the considerable density of proposed turnback facility at Micklefield to existing rail traffic over the proposed route be operated by electric traction, releasing at the Manchester end, particularly during capacity by improving their acceleration the commuter peaks, would potentially limit from intermediate stations the amount of additional traffic that could be n if Leeds – Manchester via Diggle were handled. Almost none of the solum of the electrified, allowing cross-Pennine services disused parts of the former Woodhead railway to be operated by electric traction through is currently in Network Rail ownership. The to York main benefits of this route would arise from dealing with congestion on the cross-Pennine n allowing some London – Newcastle (or road network rather than solving rail network beyond) services to operate via Leeds, issues, whilst the size of the project and the either for diversionary purposes or as a existence of less costly short-to-medium term regular arrangement. solutions to cross-Pennine rail capacity imply The operation of more London – Leeds any development would be well into CP6 services through to other destinations would or beyond. free up some further through-platform capacity In order to accommodate a doubling of at Leeds. commuter journeys on each rail corridor, the The need to commence renewal of the existing short-to-medium term strategy of either train Sprinter/Pacer fleet during CP5, into CP6 lengthening or additional services gives the and perhaps beyond might offer particular foundation for the longer term. Continued opportunities to build a case for electrification, growth could be addressed largely through based around the premise that new designs of progressive train lengthening both of existing electric train could be lighter in weight with the services and the “peak busting” additional numerous benefits that brings. Furthermore, shuttle services and some further service electric traction is generally simpler to maintain frequency increases. than diesel giving potentially more intensive Based on present trends in growth in demand, utilisation and lower maintenance costs. capacity at Leeds station and its surrounding Another opportunity to mitigate capacity area is expected to become increasingly issues at Leeds station could be by the critical even with the interventions proposed deployment of TramTrain vehicles on certain for CP4 and CP5. The obvious solution is local corridors. TramTrain vehicles would be a further major rebuild of the Leeds station able to leave the heavy rail network close to area but there are significant engineering Leeds city centre and then use street running, complexities associated with this and the both freeing up capacity in Leeds station potential for a long period of disruption should and offering improved connectivity to city not be underestimated. centre destinations.

Alternatively, consideration will need to Similar opportunities may also be identified at be given to the possibility of four-tracking Sheffield, building on experience gained during all or part of the route between Leeds the planned TramTrain trial between Sheffield, and Micklefield to maximise the number Penistone and Huddersfield. of trains from the west and south running More widely, steps might be taken to through Leeds rather than terminating there. encourage staggering of working hours in Electrification of this corridor, either in CP5 Leeds and other major centres – perhaps or the longer term, could bring wider benefits incentivised by fares policy. This would do – especially if extending as far as York – by: much to reduce the adverse effect of relatively n allowing cross-Leeds local services to the short morning and evening peaks in terms of

98 rolling stock assets fully utilised for only a very attention given to making most effective use of short period of each day. Longer, less intense the lines via Hambleton and Askern. peaks would certainly contribute markedly to The Doncaster station area needs to be a reduction in crowding and more economic examined not only in the context of the freight operation of the local passenger transport growth above but for the longer-term increase network. The development of new ticketing in passenger services from London King’s technology to introduce more flexible and Cross to the RUS area, the North-East and sophisticated pricing in the high peak hour Scotland, and for other service improvement and peak shoulders should be accorded a aspirations in the Yorkshire and Humber high priority. This will build on the work already Region. This could lead to a major upgrade done at industry level to identify appropriate of the network in this area when signalling standards for the potential national application renewals become due. of future ticketing solutions and other demand management techniques. The lead time in developing and proving such solutions means 6.8 Alternative growth scenarios that while the full benefits are unlikely to be The demand forecasts used in this RUS realised in the short to medium term, some represent the growth projections derived from early impact may be made. the housing, population and employment As far as freight growth is concerned, as forecasts contained in DfT’s TEMPRO model, described above, accommodating a significant overlaid with information from Regional increase in intermodal growth is necessary. Planning Assessments and some bespoke This requires gauge enhancement to W9, overlays. Longer-term demand forecasts are W10 and W12, to allow train lengths up to very uncertain and extremely sensitive to 775 metres (to maximise use of train paths, economic conditions. locomotives and drivers) and to increase The RUS strategy is expected to cater freight paths on the key freight arteries adequately for forecast growth in passenger through the RUS area, including associated and freight demand in the next decade. In the diversionary routes. event that growth in demand does not meet Those arteries where increased capacity the RUS forecasts, then clearly it would be would be the most challenging are: possible to delay or abandon interventions where appropriate, provided that decisions n Rotherham – Swinton – Moorthorpe – Hare are made in time to avoid major expenditure Park Junction commitments. Equally, if growth continues at n Cross-Pennine its current high level and exceeds the forecast over the next decade, then some of the n Doncaster – Colton Junction. measures for the longer term may have to The first of these will need four-tracking of be accelerated. significant sections, which would need to be considered in relation to eliminating some of the flat junctions in the Rotherham to Sheffield corridor as well, but this will have benefits for other types of freight traffic growth, increased passenger services, train performance improvement and moving towards a Seven Day Railway. The second is discussed earlier in this section. The third requires solutions to future routeing of passenger and freight traffic through the Doncaster station area and

99 7. Consultation

7.1 Introduction In order to deliver this obligation in an effective 7.1.1 Purpose and consistent manner, two consultative Consultation with stakeholders within and groups have been established for the Yorkshire outside the rail industry is essential to the and Humber RUS. successful development of a Route Utilisation 7.1.2 Industry Stakeholder Management Strategy. Close involvement of stakeholders Group (SMG) helps to provide that: The SMG consists of representatives from n the widest range of options is considered passenger and freight train operators, the Association of Train Operating Companies, n the best solutions are identified Department for Transport, Network Rail, n implementation of the strategy can be relevant Passenger Transport Executives, undertaken more quickly. Passenger Focus and the Office of Rail

According to Network Rail’s network licence: Regulation (the latter as an observer). This group meets periodically acting as a “…the licence holder shall develop a draft steering group for the RUS. In addition, the route utilisation strategy in consultation with: SMG has formed sub-groups to direct and i) providers and potential providers of review detailed items of specialist work needed services relating to railways, by the RUS.

ii) funders and potential funders of services 7.1.3 Wider Stakeholder Group (WSG) relating to railways, The WSG is a larger, and hence necessarily more formal, group than the SMG. iii) the Rail Passengers Council or such Representatives are invited from: other public body or bodies as may be performing the Council’s duties, n County Councils

iv) other representatives of persons using n City Councils services for the carriage of passengers n Metropolitan Borough Councils by railway, and representatives of n Association of Community Rail persons using services for the carriage Partnerships of goods by railway, n Yorkshire Forward v) the Secretary of State [for Transport] and, in relation to a route utilisation n East Midlands Development Agency strategy that involves Scotland-only n Highways Agency services, or cross-border services, the Scottish Ministers.” n Railfuture

(Network Licence Condition 7 as modified 10 n Yorkshire and Humber Assembly June 2005) n East Midlands Regional Assembly

n Government Office for Yorkshire and Humber

100 n Government Office for the East Midlands Consultation responses can be submitted either electronically or by post to the n Humberside International Airport addresses below and these will be published n Leeds Bradford Airport on our website following the completion of the n Robin Hood Airport Doncaster Sheffield consultation process. n Strategic Economic Zone (M18) YorkshireandHumber.RUS@networkrail. co.uk n Campaign for Better Transport Yorkshire and Humber RUS Consultation n Travelwatch East Midlands Response n UCVR Getting About Group RUS Programme Manager Network Rail n Community Rail Partnerships. Kings Place This group exists so that stakeholders beyond 90 York Way the rail industry have the opportunity to London N1 9AG contribute to the RUS process, and that they are briefed and prepared to make best use of the formal consultation period. A number of meetings have been held to date and additional meetings will be arranged during the remainder of the RUS process. 7.2 How you can contribute We welcome contributions to assist us in developing this RUS. Specific consultation questions have not been set as we would appreciate comments on the contents of the document as a whole. Responses should, however, make particular reference to the options that have been developed as solutions for the identified gaps. 7.3 Response date This RUS will have a formal consultation period of 12 weeks. The deadline for receiving responses is therefore 18 December 2008. Earlier responses would be very much appreciated in order to maximise the time available to consider them for the final RUS document which is due to be published in the spring of 2009.

101 Appendices

Appendix 1 Freight terminals The following table highlights the freight terminals located in the RUS area and typical current usage:

Location Commodities Origin/Destinations Volume

Aldwarke Metals Handsworth, Scunthorpe, Deepcar, 24tpw Wolverhampton Attercliffe Metals, Liverpool, Peak Forest 8tpw Aggregates Corus Scunthorpe Coal, Metals Immingham/Lackenby 150tpw Dewsbury Aggregates Hope 6tpw Dowlow Aggregates Various 20tpw Ferriby Industrial N/A Nil inorganic chemicals Gainsborough Oil N/A Nil Gascoigne Wood Gypsum Drax 6tpw Goole Dock Metals Aldwarke 10tpw Goole Guardian Industries Sand Peterborough 6tpw Grimsby Docks N/A N/A Nil Harworth Colliery Coal N/A Nil Hatfield Colliery Coal Drax/Ratcliffe 12tpw Healey Mills N/A N/A Nil Hull Docks Coal metal Cottam/Drax 60tpw Humber Refinery Oil Various 30tpw Hunslet East Aggregates Rylstone, Tunstead 8tpw Huntsman Tioxide N/A N/A Nil Immingham Coal, ore Various 300tpw Immingham Railfreight Terminal N/A Nil Nil Laisterdyke Metals Liverpool 3tpw Leeds Balm Road Aggregates Tunstead 6tpw Leeds Stourton Containers, Felixstowe, Southampton, Tilbury, 36tpw aggregates Thamesport Lindsey Refinery Oil Various 30tpw

102 Location Commodities Origin/Destinations Volume

Maltby Colliery Coal Drax/Cottam 12tpw Manton Colliery N/A N/A Nil Markham Main N/A N/A Nil Oxcroft Disposal Point N/A N/A Nil Peak Forest Aggregates Various 40tpw Rotherham Metals N/A Nil Roxby Gullet Waste Brindle Heath/Bredbury 18tpw Selby Potter Group Containers Felixstowe, Doncaster, Peterborough 12tpw Skellow Oil N/A Nil Stocksbridge/Deepcar Metals Aldwarke 10tpw Tinsley Metals Immingham 10tpw Topley Pike Aggregates Various 15tpw Wakefield Cobra N/A N/A Nil Wakefield Europort Containers Various 10tpw Welton Oil N/A Nil Wintersett Coal N/A Nil

103 Appendix 2 Summary of DfT/PTE aspirations The funder aspirations identified below where appropriate to the development of the RUS have been discussed in the analysis and conclusions in Chapters 5 and 6. Other elements (for example many of the proposals for new stations will be subject to normal industry processes and the final strategy) will be developed in a way that is consistent with these aspirations.

RUS Location Aspiration Proposer Section Airedale corridor Link some services to other parts of Leeds City WYPTE 6.7 region Apperley Bridge New station WYPTE Barnsley – Doncaster Create new rail link SYPTE 6.7 Barnsley growth Provide improved local community access by SYPTE corridor reinstatement of former railway Crofton Jn – Cawthorne – Swinton to provide service to Sheffield Bingley Improved interchange WYPTE 6.2.3 Bradford Interchange Improved interchange facilities WYPTE 6.2.3 Bradford/Skipton Additional through trains to London WYPTE 6.5.2/6.7 Calder Valley Examine potential to reduce journey times DfT 6.4.2/6.5.2 between Bradford and Halifax to Leeds/ Manchester and to run faster services, exploring routeing options via Brighouse Calder Valley corridor Improved journey times between Bradford and WYPTE / 6.4.3 Manchester GMPTE Calder Valley corridor Extend Calder Valley trains to Salford Crescent; GMPTE extend Victoria – Rochdale trains to Todmorden (or beyond); Speed up Manchester Victoria – Bradford – Leeds services; linespeed improvement between Victoria and Hebden Bridge Castleton Station improvements GMPTE 6.2.3 Dewsbury Improved interchange with buses WYPTE 6.2.3 Doncaster Capacity improvements within station SYPTE 6.5.3 Doncaster Improve capacity on rail approaches to station SYPTE 6.5.3 Doncaster Freight movements through or avoiding SYPTE Chapter 5 Doncaster ECML Introduction of improved long-distance service DfT 6.5.2 pattern in line with ECML RUS proposals ECML Introduction of IEP trains DfT 6.5.2 Elsecar Reinstate station stop SYPTE

104 General Provide additional capacity to meet predicted DfT Chapter 5 growth, particularly for commuter flows General Improve links between the northern city regions DfT Chapter 5 through train lengthening or additional peak services General Make provision for continuing growth in freight DfT Chapter 5 traffic General Examine potential for further gauge clearance to DfT 6.4.3 W10 or W12 General Deliver improved service punctuality and DfT 6.4.2 reliability in line with declared targets General Provide improved opportunity for use of train DfT 6.2.3 services by car park enhancement especially on routes into Leeds

General Examine opportunities for more efficient DfT 6.2.7 engineering access to allow improved evening and weekend services General Improve existing stations including car parking SYPTE 6.2.3 General High-speed line to South Yorkshire SYPTE General New station car parks or extensions to existing GMPTE 6.2.3 where Park & Ride trips can be generated, improved bus/rail integration

General Additional rolling stock for train lengthening to GMPTE 6.2.1 reduce overcrowding Greenfield Station improvements GMPTE 6.2.3 Guide Bridge Park & Ride and higher line speeds at Guide GMPTE 6.2.3 Bridge West junction

Haxby Examine potential for a new station DfT Hope Valley Examine potential for higher frequency Sheffield DfT 6.5.2 – Manchester service Hope Valley Freight capacity SYPTE Chapter 5

Horsforth Woodside New station WYPTE Huddersfield Improved interchange with buses WYPTE 6.2.3 Huddersfield corridor Additional capacity on local services and service WYPTE / Chapter 5 improvements Leeds – Manchester GMPTE Huddersfield corridor Additional capacity Manchester – Leeds through DfT 6.4.2 train lengthening or additional services Huddersfield corridor Examine potential for reducing journey times DfT 6.4.2 between Leeds and Manchester Hull and Scunthorpe Optimise the opportunities offered by the DfT 6.5.3 lines Humber ports as international gateways

Keighley Improved interchange and additional parking WYPTE 6.2.3 Kirkstall Forge New station WYPTE

105 Leeds Examine potential for a new southern entrance DfT 6.2.3 to station Leeds – Wakefield Additional fast trains WYPTE Chapter 5 Westgate – Sheffield Leeds Bradford Airport New transport link WYPTE Leeds eastwards Additional parking at all PTE car parks WYPTE 6.2.3 Leeds station Improve capacity and performance SYPTE 6.5.2 approaches and Whitehall Jn Leeds/York/Hull/ Examine potential for journey time DfT 6.5.2 Scarborough corridor improvements to strengthen connection between Leeds/York and Hull Low Moor New station WYPTE Manchester Piccadilly Improved interchange GMPTE 6.2.3 Manchester Victoria Improved interchange GMPTE 6.2.3 Marple corridor Station improvements, bus/rail integration GMPTE 6.2.3 Longer-term possible Tram/Train operation Micklefield Examine potential for a parkway station east of DfT 6.4.3 Leeds Mills Hill Park & Ride, station improvements, bus/rail GMPTE 6.2.3 integration New Mills Central Enlarged car park Derbys CC 6.2.3 Newark Improve connections between Lincoln services DfT and ECML London services Nottingham – Leeds Journey time improvements DfT 6.5.2 Nottingham – Lincoln Journey time improvements (being addressed in DfT East Midlands RUS) Nottingham – Journey time improvements DfT 6.5.2 Manchester Penistone line TramTrain trial DfT Chapter 5 Penistone line Linespeed improvements SYPTE Pontefract area Improved access WYPTE 6.2.3 RHADS Examine options to serve the proposed new DfT 6.4.2 station RHADS Provide new station at airport and associated SYPTE 6.4.2 train service Rochdale Park & Ride, station improvements, future GMPTE 6.2.3 Metrolink Interchange Romiley Park & Ride, station improvements, bus/rail GMPTE 6.2.3 integration Rother Valley Park New station SYPTE Rotherham Central Upgrade waiting facilities SYPTE 6.2.3 Rotherham Central Extend platforms SYPTE 6.2.3 Rotherham Central Double-tracking of Holmes Chord SYPTE Chapter 5

106 Rotherham Parkgate New station on Rotherham Central line SYPTE Sheffield Capacity improvements within station SYPTE Chapter 5 Sheffield Capacity improvements on northern approach SYPTE Chapter 5 to station Sheffield Capacity improvements on southern approach SYPTE 6.5.3 and Dore Junction capacity Sheffield – London Improved journey time to under two hours and SYPTE increased frequency Sheffield – Manchester Improved speed and frequency through SYPTE / 6.5.2 infrastructure measures as required, in the GMPTE longer term reinstatement of the Wodhead route Shipley Improved interchange and accessibility WYPTE 6.2.3 Smithy Bridge Station improvements GMPTE 6.2.3 Stalybridge Park & Ride, increase junction speeds, create GMPTE north side bay platform to improve punctuality/ reliability Stocksbridge Provide new passenger service to Sheffield SYPTE 6.7 (support as heritage option in short term) Swinton Improve junction capacity SYPTE Chapter 5 Various stations Additional Park & Ride facilities at a number WYPTE 6.2.3 of local stations – principally on the Airedale, Caldervale, Huddersfield, Wakefield, Barnsley and Pontefract lines Various stations General station improvements WYPTE 6.2.3 Various, including Electrification of core parts of the local network WYPTE 6.5.2 Halifax Wakefield Extend Knottingley – Wakefield Kirkgate trains WYPTE Chapter 5 to Wakefield Westgate Wakefield Westgate Improve capacity and performance WYPTE 6.4.2 Waverley/Orgreave New station SYPTE

107 Glossary of terms

Term Meaning Absolute Block A long established form of signalling mainly, but not necessarily, associated with Signalling semaphore signals and one signal box for each signalling section. Its purpose is to prevent more than one train being within a given section of line at a time. AC Alternating Current ATOC Association of Train Operating Companies BCR Benefit-Cost Ratio Capacity The number of trains that can be run over a given section of route or the number of passengers/volume of freight that a specific train type is designed to carry. CUI Capacity Utilisation Index DfT Department for Transport Down Where referred to as a direction ie. Down direction, Down peak, Down line, Down train, this generally but not always refers to the direction that leads away from London. DRS Direct Rail Services Dwell time The time a train is stationary at a station ECML East Coast Main Line EMT East Midlands Trains, a Train Operating Company ERTMS European Rail Traffic Management System EWS English Welsh and Scottish Railway, a Freight Operating Company FOC Freight Operating Company FTA Freight Transport Association GBRf GB Railfreight GMPTE Greater Manchester Passenger Transport Executive GN/GE Joint The line between Peterborough and Doncaster via Spalding and Lincoln, avoiding Line the ECML GRIP Guide to Railway Investment Projects Headway The minimum interval possible between trains on a particular section of track HLOS High Level Output Specification HPUK Hutchison Ports (UK) Limited, operators of the Port of Felixstowe, Harwich International Port and Thamesport HST High Speed Train IEP Intercity Express Programme, the name given to the project to replace the HST fleet Intermodal trains Freight trains which convey traffic which could be moved by road, rail or sea (eg. Container trains) JPIP Joint Performance Improvement Plans Junction margin The minimum interval possible between trains operating over the same junction in conflicting directions LDHS Long-Distance High Speed LENNON An industry database recording ticket sales

108 Load factor The number of people on a train service expressed as a percentage of total seats (or seats plus a standing allowance) available Metro West Yorkshire Passenger Transport Executive MML Midland Main Line MOIRA A passenger demand forecasting model Multiple Unit Trains comprised of self-contained units, which can be coupled together so that they Trains (DMU and work in unison under the control of the driver at the front of the leading unit. Each unit EMU) is normally composed of two or more semi-permanently coupled vehicles and a driving compartment is provided at the end of each unit. There are diesel multiple units (DMU) and electric multiple units (EMU). N/A Not applicable NPV Net Present Value NXEC National Express East Coast, a Train Operating Company OHLE Overhead Line Equipment ORR Office of Rail Regulation PDFH Passenger Demand Forecasting Handbook. An industry document that summarises the effects of service quality, fares and external factors on rail demand. PLANET A demand forecasting model Possession Where part of the infrastructure is closed to services to carry out maintenance, renewal or enhancement works PPM Public Performance Measure PSB Power Signal Box PTE Passenger Transport Executive PV Present Value

Railsys A computer model used for timetable modelling RFG Railfreight Group RFOA Railfreight Operators Association Route Availability The system which determines which types of locomotive and rolling stock can travel (RA) over any particular route. The main criteria for establishing RA usually concerns the strength of underline bridges in relation to axle loads and speed. A locomotive of RA8 is not permitted on a route of RA6, for example. RPA Regional Planning Assessment for the Railways, produced by the Department for Transport RSS Regional Spatial Strategy ROTP Rules Of The Plan RUS Route Utilisation Strategy S&C Switches and Crossings SDO Selective Door Opening, used where the whole of the train does not fit onto a station platform Seated load The amount of seats occupied on a train service expressed as a percentage of total factor seats available

SMG Stakeholder Management Group SYPTE South Yorkshire Passenger Transport Executive

109 Tempro DfT software containing UK-wide official planning data and projections split by region and local authority. TEU Twenty-foot Equivalent Unit TOC Train Operating Company TPE First Keolis TransPennine Express tpd trains per day tph trains per hour tpw trains per week Train path A slot in a timetable for running an individual train Track Circuit A signalling system which requires the entire line to be track circuited. The presence or Block Signalling otherwise of trains is detected automatically by the track circuits. Consequently, many (TCB) of the signals on TCB lines operate automatically as a result of the passage of trains. The associated equipment ensures that only one train is within a given section of line at a time. Up Where referred to as a direction ie. Up direction, Up peak, Up line, Up train, this generally but not always refers to the direction that leads towards London.

XC CrossCountry, a Train Operating Company W10 The loading gauge which enables 9’ 6” containers to be conveyed on conventional wagons WCML West Coast Main Line WSG Wider Stakeholder Group WTT Working Timetable

110 111 Network Rail Kings Place 90 York Way London N1 9AG

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Yorkshire and Humber Route Utilisation Strategy Draft for Consultation  Foreword

Yorkshire and Humber Route Utilisation Strategy Draft for Consultation Foreword