Wales Route Utilisation Strategy November 2008 2 Foreword I am delighted to present Network Rail’s Route Principally this is in south Wales, where capacity Utilisation Strategy (RUS) for Wales. This use is at its highest. This is a result of a growth covers the entire rail network in Wales, as well in the number of trains serving Cardiff and the as some parts of the network in the English building of a number of new stations. On this border counties. part of the network, in the most populous part of the country, the RUS builds on the successful This network is extensive and diverse. past introduction of more services and the There are main line links from Wales into selective growth of the network. England, a long-distance line along the border connecting north and south Wales, a busy A major programme to renew signalling urban passenger network serving Cardiff, and equipment in the Newport and Cardiff areas branches traversing sparsely populated rural will take place in the next five to seven years, areas. Some parts of the network are subject and much of the work described in this to fluctuating demand according to the time of strategy to enhance the network is planned year, most notably on the Cambrian Coast and in conjunction with this signalling work to in the Conwy Valley. increase cost-effectiveness. The High Level Output Specification (HLOS), published in The context in which this RUS has been July 2007, contained a specific requirement to produced, as has often been the case with increase seating capacity into Cardiff during other RUSs, is one of growing demand for the morning peak. Projects such as improving rail services. It is anticipated this growth will the Valley Lines corridor through central Cardiff continue, with a possible doubling of demand are essential to the delivery of this objective. over the next 0 years. The extent to which existing network capacity is used varies. This RUS was initially published as a Draft Across much of Wales it is low to medium, and for Consultation in May 2008. A wide range as a result the RUS therefore focuses on those of issues were raised during the consultation parts of the network where the use of existing period and these have now influenced several capacity is high. The RUS identifies a number aspects of the strategy. I would like to thank of gaps, many of which reflect the desire for everyone who responded to the consultation more train services. for their contribution. The development of this strategy has been led by Network Rail, but it has been the result of joint working across the whole rail industry. A large number of organisations have been fully involved, notably including our customers, the passenger and freight operators, and the Welsh Assembly Government. I would like to thank them all for their efforts. Iain Coucher Chief Executive Executive summary The area addressed by the Wales Route passenger train services. The Cambrian Utilisation Strategy (RUS) is large and line in mid-Wales, between Aberystwyth and embraces over 900 route miles of railway. The Shrewsbury, is currently undergoing upgrade role of this extensive network is diverse and to give improved performance over long ranges from main line links between Wales stretches of single-track and passing loops, and England, the long-distance line along the and to create an enhanced capability for more borders connecting north and south Wales, frequent services once the capacity constraints and a busy urban passenger network serving are addressed after 2009. In north Wales the the capital city of Cardiff, as well as branches pattern for long-distance and domestic services traversing sparsely populated rural areas. will be set by changes to the West Coast Main Scenic areas such as the Cambrian Coast Line which – from 2009 onwards – will bring and the Conwy Valley experience an element hourly London trains to Chester and better of seasonal fluctuation in demand. Freight frequencies to Bangor and Holyhead over the carryings likewise vary from established steel existing infrastructure. industry flows and coal movements in the south, South Wales to a wide range of commodities across much of In south Wales much of the available capacity the network in Wales and the border counties. has steadily been consumed in recent years as Growing demand passenger train services radiating from Cardiff There has been continued strong growth in have grown in frequency and a substantial passenger demand, particularly around the number of new stations have been built. Cardiff region, and since publication of the Most recently the Ebbw Vale line with six new Wales RUS Draft for Consultation the growth stations has re-opened for passenger traffic projections have been slightly lifted, to reflect and direct trains to and from Cardiff Central both the expected trends for the all-day and have been added to the busy four-track Great commuting segments of the market. Western Main Line (GWML) between Newport and Cardiff. In the medium-term major planned For much of the network which comprises the re-development east of Newport, at Llanwern, Wales RUS area capacity utilisation is either may prompt substantial re-organisation of in the low or medium categories. However in local train services in order to cater for a Park a number of instances utilisation is high and & Ride station in conjunction with line-speed the Wales RUS has largely focused on these upgrade of the Relief Lines between Newport locations. The past growth in demand across and Severn Tunnel Junction. To the west of the Wales RUS area and a general projection Cardiff Central, where the GWML reduces to of future growth is the principal concern of two tracks, the desire to double the frequency this strategy, which builds on successful of passenger services between Cardiff and past strategies of train service frequency Maesteg has a substantial impact on capacity, improvements and selective extension of the and this strategy has evaluated the works network in the most populous south-east part necessary to cater for this at Cardiff Central, of the country. Many of the gaps identified as well as the construction of other works on and considered in this document reflect a the Maesteg branch itself where a new passing continuing desire of stakeholders for more loop near Tondu will be required. Major renewal of signalling equipment in the constructed at Caerphilly, Pontypridd and Barry Newport and Cardiff areas is due to take place for turn-back of shorter-distance services. in the next five to seven years, and most of An earlier programme of platform-lengthening the enhancements planned are expected to works at many of the Valleys stations was due be implemented in conjunction with these to be completed during 2008. In the short-term renewals in order to carry them out in a and medium-term much of the Valleys network cost-effective manner. In order to meet the will thus be able to accommodate six-car trains, objectives set out in the 2007 Government on the Treherbert, Rhymney and Penarth lines. White Paper for increased passenger-carrying The construction of the new passing-loop at capability into Cardiff, the most major will be Merthyr Vale has provided the line to Merthyr those necessary to achieve a step change Tydfil with the capability of a half-hourly service in network capability on the South Wales frequency, which is due to be introduced in Valleys route over the central corridor between Spring 2009. Implementation of a similar Cardiff Queen Street station and Cogan scheme at Tir Phil, north of Bargoed on the Junction, to the south of the city. These works single-track section of the route to Rhymney, will be implemented during Control Period later in Control Period (CP) will complete (period 2009 – 201) and will deliver the the overall works necessary for all key Valleys additional paths needed to permit more towns to then be capable of being served by trains to run beyond the current maximum half-hourly minimum frequencies. permissible frequency of 12 per hour on the core, city-centre section, in order to address North-South links medium and long-term expected demand. A major feasibility study is underway to address journey time reductions and frequency The central corridor works will be the means improvements between north and south Wales. by which this figure will be increased to 16 Prior to this a limited number of additional trains per hour. This infrastructure upgrade is premium loco-hauled services, with catering, planned to include the provision of four through will operate, to accelerated schedules. Work platforms at Cardiff Queen Street station, has started on the design of a signalling and an additional Valleys platform at Cardiff enhancement scheme, in order to address Central. Bi-directionally signalled, there will the immediate known capacity pinch-point on be four platforms at Cardiff Central capable this route, near Abergavenny, where there are of use by Valleys services. The underlying capacity concerns as a consequence of the strategy is to make better use of the “City” significant growth of passenger and freight line running between Radyr and Cardiff volumes in recent years. Shrewsbury station via Ninian Park, which will be upgraded for is the natural “hub” of services linking north faster running of accelerated, longer-distance and south Wales, and mid-Wales and the West services and permit more seats to be offered Midlands, and enhancements are planned at stations on the established route through to address the increased future demand for Llandaf. In addition to core works in Cardiff the platform capacity to support more widespread extra capability on the Valleys route will come interchange and service provision flexibility.