Moving ahead Planning tomorrow s railways

Transcription

1 Route Plans 2010 Route Plan G East Coast & North East Moving ahead Planning tomorrow s railways Our railways play a vital role in building Britain s future

2 Planning tomorrow s railways Our 500 million investment in King s Cross station will transform the experience of passengers using the station. We are delivering hundreds of projects across the network to build a bigger, better railway for passengers, freight and the whole of Britain.

3 Route Plan G East Coast & North East

4 Route Plan G East Coast & North East, South Route G (North) YORK M A Route H Route H Colton Jn O BRADFORD INTERCHANGE Holbeck Jn SWINTON LEEDS Route H Route H 07 Outwood L S WAKEFIELD WESTGATE Hare Park Sandal & Agbrigg Jn South AB J Fitzwilliam Elmsall MOORTHORPE 06 Adwick Bentley Route H Route H WORKSOP Bridge Jn Decoy North Jn Black Carr Jn Retford Western Jn NEWARK CASTLE Whisker Hill Jn 05 AA H T Hambleton Jns Temple Hirst Jn Joan Croft Jn Shaftholme Jn Y J Route H K DONCASTER Doncaster Europort RETFORD I M 20 Newark Crossing Jns SELBY Clarborough Jn Trent Jns Route H Saxilby Pyewipe Jn 99 Boultham Jn Collingham NEWARK NORTH GATE Q 22 LINCOLN CENTRAL West Holmes Jn HULL BARNETBY GAINSBOROUGH CENTRAL GAINSBOROUGH LEA ROAD Hykeham Swinderby Route H Brigg Kirton Lindsey Ruskington 23 Wrawby Jn Metheringham Market Rasen 21 Route I NOTTINGHAM Route I Nottingham Branch Jn GRANTHAM E STAMFORD Helpston Jn PETERBOROUGH Crescent Jn SLEAFORD G Sleaford Jns F Stoke Jn Spalding Werrington Jn D D V ELY Route I BOSTON SKEGNESS Key Primary Secondary London & SE Commuter Freight only The line shading indicates strategic route sections which are numbered on the map Nene Valley Railway Route E Route I Route E Huntingdon St Neots Biggleswade X I Hitchin STEVENAGE Langley Jn Knebworth Welwyn North WELYWN GARDEN CITY Welham Green Brookmans Park Potters Bar Hadley Wood New Barnet Oakleigh Park New Southgate Wood Green North Jn 01 Harringay Jn High Speed One Section 2 Route I LONDON ST PANCRAS INTERNATIONAL Route B L N G A Sandy Arlesey Hatfield W Z Copenhagen Jn Fletton Jn Route D C CAMBRIDGE Shepreth Branch Jn B Foxton Route D Shepreth H Meldreth 04 ROYSTON Ashwell & Morden Baldock Letchworth Cambridge Jn 03 HERTFORD NORTH Alexandra Palace Hornsey Harringay Route E FINSBURY PARK Finsbury Park South Jns Drayton Park HIGHBURY & ISLINGTON Route E K LONDON KING S CROSS Watton-at-Stone Bayford Cuffley Crews Hill Gordon Hill Enfield Chase Grange Park Winchmore Hill Palmers Green Bowes Park Essex Road Old Street MOORGATE 02

5 Route Plan G East Coast & North East, North COCKENZIE Route P E POWER STATION Musselburgh Prestonpans EDINBURGH Portobello Jns Wallyford Longniddry U 11 Route P Route P Monktonhall Jn Drem Jn 12 Drem DUNBAR B TORNESS NUCLEAR POWER STATION Oxwellmains cement works P NORTH BERWICK BERWICK-UPON-TWEED Chathill Alnmouth Acklington Route N CARLISLE Carlisle South Jn Route H R London Road Jns Wetheral Brampton Petteril Bridge Jn Route N Route H S Haltwhistle Melkridge Open Cast 99 Bardon Mill Haydon Bridge Corbridge HEXHAM 13 Riding Mill Weardale Railway Stocksfield (private railway) BISHOP AUCKLAND Widdrington Butterwell Jn Benton Jn Manors Newcastle East Jn NEWCASTLE King Edward Bridge Jns METRO T Wylam CENTRE Prudhoe Shildon Newton Aycliffe Pegswood Morpeth Jns Morpeth 10 Cramlington Blaydon Dunston Norwood Jn Chester-le-Street DURHAM Tursdale Jn Ferryhill South Jn Q Heighington 14 North Road O Darlington Jns DARLINGTON Darlington South Jns N Low Fell Jn 99 Lynemouth Ashington Jn 91 Blyth Newsham High Level Bridge South Jn Park Lane Jn Pelaw Jn Heworth Greensfield Jn Leamside branch (non operational) Jarrow Branch Tyne & Wear Metro Park Lane University Millfield Pallion SOUTH HYLTON 99 Fellgate Port of Tyne P Boldon Jns Brockley Whins East Boldon Seaburn W 99 V Stadium of Light St Peters SUNDERLAND Sunderland Docks 99 Seaham Magnesia Works Hartlepool Docks HARTLEPOOL Seaton Carew SEATON NUCLEAR POWER STATION Billingham Seal Sands 17 AE 99 British Stillington Branch Steel Tees Dock Redcar Norton Jns South Bank Saltburn West Jn 90 Redcar Central U Lackenby Wilton Longbeck SALTBURN Boulby Redcar East STOCKTON Marske Z MIDDLESBROUGH 19 Skinningrove Hartburn Jn Marton Stockton Cut Jn Thornaby Bowesfield Jn Gypsy Lane Eaglescliffe South Jn WHITBY Eaglescliffe Y R Nunthorpe Castleton Ruswarp 18 Tees-side Moor Lealholm Egton Sleights Airport Yarm Great Danby Glaisdale GROSMONT Dinsdale Allens Ayton Commondale North Yorkshire West Battersby Jn Moors Railway Kildale 15 F AD BATTERSBY 09 C X Key Primary Secondary Rural Freight only The line shading indicates strategic route sections which are numbered on the map Wensleydale Railway Route H 16 Castle Hills Jn Northallerton East Jn Northallerton High Jn NORTHALLERTON 99 Longlands Jn Thirsk 08 AC Route H Skelton Jn YORK M A O Route G (South)

6 Key to route diagrams KEY STATION Station name 10 A KEY STATION 13 Station name Junction Station name Station name A B name Junction name Junction name KEY STATION KEY STATION A 1 A 01 Capacity and operational constraints Location: capacity or operational constraint Issues on the route Location: issue on the route Key planned projects Location: planned project on the route Strategic route sections Listed in the appendix of the route plan Track descriptions The colour of the line denotes the route classification Primary London and South East commuter Secondary Rural Freight only The line shading indicates strategic route sections which are numbered on the map KEY STATION KEY STATION Station name Junction name Other symbols Key station location Key station on this route Key station on another route Other station location Other station on this route Junction / other landmark The width of the line denotes the number of tracks Multiple track Double track Single track Other lines are shown as follows: Line on other route Non Network Rail infrastructure Non operational line

7 5 Section 1: Today s railway Route context This route comprises the East Coast Main Line (which links London King s Cross to Leeds, Newcastle and Edinburgh), some adjacent local routes in London, Hertfordshire, Lincolnshire, North Yorkshire, and East Lothian, and all railway lines in the North East of England. The East Coast Main Line (ECML) is the electrified high-speed route linking London and the south east with parts of the East Midlands, the Yorkshire & Humber and North East regions, and eastern Scotland. It provides the most direct link between the English and Scottish capital cities, and is designated as being of Trans European Network (TEN) status. It carries key commuter flows to the north of London, as well as some of the UK s fastest growing long distance high speed flows (between London and Leeds and between Birmingham and Leeds). North of Doncaster, it forms a vital part of the cross-country and cross-pennine long distance networks, which link Scotland, the North East and Yorkshire with Liverpool, Manchester, the West Midlands, the Thames Valley, and the south-west of England. The route also handles regional commuter and local passenger services. These include the heavily used Moorgate Branch and Hertford Loop within the London commuting area, and the Shepreth Branch (linking Hitchin to the West Anglia Main Line) which carries frequent services between Cambridge and King s Cross. The line between Newark and Lincoln carries local services linking Lincoln to Nottingham, and allows passengers from Cleethorpes, Grimsby and Lincoln to connect to main line services at Newark North Gate. Within the North East region, the route provides passenger links between locations on the rivers Tyne, Wear and Tees into Newcastle and Darlington, thereby providing rail connections to other parts of the country. It also handles long distance flows from Tyneside to Carlisle and western Scotland, and between the Tees Valley and the North West (via Northallerton and Leeds). There are also branches to Bishop Auckland and Saltburn. The Middlesbrough to Whitby line is a designated community railway, led by the Esk Valley Railway Development Company. Particularly within the North East region, rail competes with an extensive road network which accesses many of the communities better than the rail network, as the latter is often focused on former mining and industrial areas. The route also carries heavy tonnages of freight traffic, particularly over the northern sections. It forms a key artery on the eastern side of the country, paralleling the A1 trunk road. As such, it is of vital importance to the economic well-being of a significant area of Great Britain. In particular, the line between Wrawby Junction and Gainsborough (via Brigg) is an important route for freight traffic to and from Immingham, whilst the Newcastle and Carlisle line provides a link for coal from Scotland to the Yorkshire power stations. At the southern end, of the route, the Hertford Loop has a significant role for freight. Within the North East region, there is a substantial volume of freight traffic, particularly from the Tees Valley, but traffic is growing from the Port of Tyne and on the freight-only Blyth & Tyne network. Many lines within the route are used by freight traffic which is diverted off the congested East Coast Main Line (ECML), and it is intended that the route from Peterborough to Doncaster via Lincoln (the former Great Northern/Great Eastern Joint Line) be upgraded specifically for the purpose of providing an alternative freight route. This line also carries local passenger services, linking Peterborough to Spalding, Sleaford and Lincoln, and Lincoln to Gainsborough and Doncaster. Long-term strategic issues on Route G were explored by the ECML Route Utilisation Strategy (RUS), which was published on 29 February Network Rail led the development of the ECML RUS on behalf of the industry. Meanwhile, the DfT has published four Regional Planning Assessments (RPAs) which are relevant to the route, covering the North East, Yorkshire & Humber, East Midlands, and East of England. The Scottish Planning Assessment includes the route between the Scottish border and Edinburgh. All of these RPAs informed the RUS. Today s route The key components of the route are described below. The relevant Strategic Route Section is shown in brackets: the main line from King s Cross to Edinburgh which forms the core of the route (G.01, G.05, G.07, G.08, G.09, G.10 and G.11) the line from Doncaster to Leeds (G.06) a loop off the ECML via Hertford North which is mainly used by suburban and freight services (G.03) a branch from Finsbury Park to Moorgate, used only by inner suburban services on Mondays to Fridays (G.02)

8 6 a branch linking Hitchin to the West Anglia Main Line south of Cambridge (G.04) the North Berwick branch (G.12) the Peterborough Spalding Sleaford Lincoln route (G.23) the Newark Lincoln Market Rasen Barnetby route (G.21) the Gainsborough Central Brigg Barnetby route (G.22) the Lincoln to Black Carr Junction (Doncaster) route (G.20) the line from Northallerton to Newcastle via the Durham Coast, which passes through Stockton, Hartlepool and Sunderland, and includes the South Hylton branch of the Metro network (G.17) the Newcastle MetroCentre Hexham Carlisle route (G.13) the Darlington Middlesbrough Redcar Saltburn route (G.18 and G.19) the single track branches from Darlington to Bishop Auckland and Middlesbrough to Whitby (G.14 and G.15) freight only lines: the through line from Norton Junctions to Ferryhill (sometimes used for passenger train diversions), the Blyth & Tyne freight network, and a number of freight branches (G.90, G.90 and G.99). Current passenger and freight demand The route is seeing a continued increase in demand in the long distance high speed, commuter and regional passenger markets, as well as in freight services. Long distance high speed (LDHS) services using London King s Cross regularly serve Leeds, York, Newcastle and Edinburgh, with some services operating beyond these points to destinations in Yorkshire or Scotland. There are also eight trains per day each way between Hull and London (on weekdays), and an increased service of four trains each way per day was recently introduced between Sunderland and London. The largest commuter market is that into London, with inner and outer suburban trains operating to/from King s Cross, and inner suburban services operating to/from Moorgate (on weekdays only). These serve north London, central Hertfordshire, parts of Bedfordshire, west Cambridgeshire, and west Norfolk. In addition, there is a significant long distance commuter market from further north, using stations such as Peterborough, Grantham and Newark. The route is also used for other commuting journeys, principally into Leeds, Middlesbrough, Newcastle and Edinburgh. North of Doncaster, the route also hosts CrossCountry s LDHS services, which link Scotland and the North East to the Midlands, the Thames Valley, and South West England. CrossCountry is one of the main providers of long distance high speed services outside London, and is geographically the most extensive operator of passenger services in the UK, covering around 1,500 route miles and calling at over 100 stations. As CrossCountry s services traverse many of Network Rail s strategic routes, planning has to be considered across route boundaries in order to deliver maximum industry benefits. Another important inter-regional connection that operates across the route is TransPennine Express services from Manchester Airport to Newcastle and Middlesbrough, which use the ECML between York and Newcastle, and the route from Northallerton to Middlesbrough. The non-london local services that operate on the route include services from Peterborough to Lincoln, Nottingham to Lincoln, Newark to Grimsby/ Cleethorpes, Lincoln to Doncaster, Doncaster to Leeds, York to Selby/Hull, Bishop Auckland to Darlington, Darlington to Saltburn, Middlesbrough to Whitby, Middlesbrough to Newcastle (via Hartlepool), Newcastle to Hexham/Carlisle, Newcastle to Morpeth/Chathill, and Edinburgh to North Berwick. Apart from at peak hours, the lines within the North East region see low usage per head of population, despite several lines having a frequent level of service. This reflects the existence of a comprehensive bus network in the area, which in many cases penetrates closer to key areas of demand. The exception is the busy Sunderland to Gateshead MetroCentre corridor, some of which forms part of both the national rail network and the Nexus Metro system. However, some peak hour services at Middlesbrough and Newcastle are now experiencing crowding, which reflects increasing congestion on the road networks. A number of regional express and rural passenger services interact with the route at various points between Peterborough and Doncaster, whilst PTE, regional express and various other local services interface with it at Sleaford, Gainsborough, Doncaster, Leeds, York and Edinburgh. As there are few freight terminals on the ECML itself, most freight trains operating over it are transiting between other areas of freight activity. The majority use the route to access the east coast ports, Yorkshire, the Tees Valley and Scotland. A key use is for coal from north east England and

9 7 Scottish opencast sites, and from east coast and Scottish ports, destined for the Aire and Trent Valley power stations. There is also sand traffic from East Anglia to Yorkshire and construction traffic at Biggleswade, Heck and Langley. Container and other intermodal traffic from Felixstowe and the Thames estuary ports is a particular growth area. The highest density of freight terminals on Route G is in the North East with a more dispersed pattern elsewhere. The freight markets in the North East are quite varied, with lines serving the ports on the rivers Tyne and Tees, and Seaham Harbour. The route also serves the industrial complexes in the Tees Valley, the potash mine at Boulby, and the Blyth area. A further freight use for lines in the North East is for the diversion of some trains off certain congested sections of the East Coast Main Line (ECML) between Northallerton and Newcastle, with such trains running via Eaglescliffe and Norton Junctions, and either rejoining the ECML at Ferryhill or running via the Durham Coast. Current services The route s passenger services are provided by CrossCountry, East Coast, East Midlands Trains, First Capital Connect (FCC), First Hull Trains, First Keolis TransPennine Express (TPE), First ScotRail, Grand Central, National Express East Anglia (NXEA), Nexus Metro, Northern Rail, the North Yorkshire Moors Railway, and West Coast Railway Company. DB Schenker, Fastline Freight, Freightliner Limited, Freightliner Heavy Haul Limited, Direct Rail Services (DRS) and First GBRf operate the freight trains. The normal weekday level of operation of LDHS trains in and out of King s Cross comprises approximately 2tph to/from Newcastle (with many extending to/from Edinburgh), 2tph to/from Leeds, and a train broadly every two hours to/from Hull. This level of service increases to 5 or 6tph at peak times, though the stopping pattern varies to align with demand. There are four trains per day each way to/from Sunderland. Some of the Leeds trains extend to/from Bradford, Skipton or Harrogate, whilst some of the Edinburgh trains extend to/from Glasgow Central, Inverness or Aberdeen. Most of the services are operated by East Coast, though Hull Trains provides all but one of the Hull services, and Grand Central operates the Sunderland trains. There is an extensive FCC outer suburban service south of Peterborough, including trains joining/leaving the ECML at Hitchin in order to serve Cambridge and King s Lynn via Royston. Inner suburban services operate from Moorgate to Welwyn Garden City, Hertford North and Letchworth. These services use King s Cross at weekends and in the late evening. The weekday service is increased in the morning and evening peaks. CrossCountry operates a range of long distance services, with hourly through services between Plymouth and Edinburgh (via Leeds), Reading and Newcastle (via Doncaster), and Birmingham and Stansted Airport (via Peterborough). Its services are used by business travellers, leisure travellers and commuters. A high proportion of CrossCountry customers connect into and out of other services and TOCs. Parts of the ECML between Peterborough and Grantham carry CrossCountry and East Midlands Trains services, which connect Peterborough to destinations in the Midlands, the East of England, and the North West. These include Birmingham, Leicester, Nottingham, Liverpool, Manchester, Lincoln, Cambridge, Stansted Airport and Norwich. Meanwhile, local services around Lincolnshire carried by the route include a 1tph Peterborough to Spalding or Lincoln service, a 5tpd Lincoln to Doncaster service, a 1tph Lincoln to Leicester service, and an approximately two-hourly Grimsby to Newark North Gate service. East Midlands Trains also operates 1tpd each way between Lincoln and London St. Pancras, via Newark Castle, Nottingham and Leicester. Trains do not currently run between Spalding and Sleaford in the early mornings or evenings, whilst passenger services operate on the Gainsborough to Wrawby Junction (via Brigg) line on a Saturday only. Between Doncaster and Leeds, in addition to the London trains described above, there are three Northern Rail PTE-supported services per hour (operating over various sections), an hourly CrossCountry service from Sheffield that joins the route at South Kirkby Junction, and an occasional East Midlands Trains service between St. Pancras International and Leeds. In a typical hour, the section through York sees (in each direction) two East Coast services to/from King s Cross, two CrossCountry services, three TPE trains between the North West and the North East or Scarborough, and three Northern Rail services (to Blackpool, Harrogate, and Selby/Hull). The 4tpd (in each direction) of Grand Central services also call at York en route between King s Cross and Sunderland. Many of the local lines within the North East region see passenger traffic at a level of no more than 2tph. However, from Pelaw (in Gateshead) to Sunderland, the route carries the frequent Tyne &

10 8 Wear PTE (Nexus) Metro trains (which run on to South Hylton), in addition to the hourly Northern Rail service between Newcastle and Middlesbrough via Hartlepool. Some freight services also run on the Stockton to Newcastle line, primarily those serving the Port of Tyne and Seaham docks, plus those that have been routed away from the ECML. The portion of the Northallerton to Newcastle (via the Durham Coast) line south of Sunderland additionally carries Grand Central s 4tpd (in each direction) King s Cross to Sunderland service, which calls at Hartlepool and Eaglescliffe. The Newcastle to Carlisle lines sees 4tph between Newcastle and the Gateshead MetroCentre, reducing to 2tph to Hexham. Of these, 1tph runs on to Carlisle, with some of these extending to/from destinations in Scotland or Cumbria. The line also sees some Anglo-Scottish coal traffic (especially when the Settle & Carlisle line (Route H) is closed for engineering works) and a variety of bulk product freight. Its limited gauge clearance precludes most intermodal traffic. In the Tees Valley, there is an extensive freight train operation running alongside a frequent local train service and regional express trains. Regular local passenger services comprise 2tph operating between Saltburn and Darlington (extending approximately every two hours to/from Bishop Auckland), plus the hourly service from Middlesbrough to Newcastle via the Durham Coast. There is also an hourly TPE train from Middlesbrough to Manchester Airport, which links Teesside to York, Leeds and Manchester, and gives connectional opportunities for many other destinations. Meanwhile, there are typically four trains each way per day throughout between Middlesbrough and Whitby, with an additional seven trains per day each way between Middlesbrough and Nunthorpe (achieved mainly by extending other local services). North Yorkshire Moors Railway seasonal services from Pickering to Whitby join the Middlesbrough to Whitby line at Grosmont. forms a valuable north-south link. There is typically one coal train per hour between the Port of Immingham and one of the Aire Valley power stations (Drax, Eggborough and Ferrybridge). These use the ECML between Joan Croft Junction and Hambleton Junction. Other coal services use the northern half of the route as far south as Doncaster. These originate from opencast sites in Fife and the North East, the port at Blyth, the Port of Tyne, and Teesside. The steel industry is another major source of traffic, mainly associated with the steelworks at Scunthorpe. Other bulk traffic includes petro-chemicals from the Immingham area and Teesside, and aggregates on the southern half of the route. Infrastructure services operate from Doncaster and Peterborough. The fastest growing traffic is intermodal, mainly comprising freight from the deep sea container ports of Southampton, Felixstowe and Tilbury, and European traffic via the Channel Tunnel. The route provides access to several terminals in Yorkshire, and to Wilton container terminal on Teesside. The Tees Valley sees intensive freight activity relating to the ports, the various petro-chemical plants, and potash traffic from Boulby. There is regular movement of quarried material from Shap (in Cumbria) to Teesside via the Newcastle to Carlisle line. North of Newcastle, the route includes the Blyth & Tyne railway, which currently sees a low (but increasing) level of freight activity relating to the production of aluminium and imported coal. The Gainsborough Brigg Wrawby Jn line sees heavy use by coal traffic between Immingham and the power stations at Cottam and West Burton, together with diverted traffic if the South Humber main line is closed. Towards the far northern end of the route, an hourly Northern Rail local service operates between Newcastle and Morpeth, which extends twice each way per day to Chathill. In the morning peak, Northern Rail also operate some Saltburn to Newcastle via Darlington services along the ECML. Meanwhile, the North Berwick branch is served by one First ScotRail train per hour to/from Edinburgh (increasing to two trains per hour in the peak and on Saturdays). The whole of the core ECML (including the Doncaster to Leeds line and the Hertford Loop) sees considerable use by freight traffic, for which it

11 9 Figures 1, 2 and 3 show the current typical level of direct services to/from London, Newcastle and Middlesbrough from principal stations. Figure 1 East Coast Main Line current train service level (trains per hour) Station Moorgate King s Cross Welwyn Garden City 5 peak / 3 off peak 4 peak / 2 off peak Hertford North 7 peak / 3 off peak Late evening / weekend only Stevenage 1 7 peak / 5 off peak Peterborough n/a 9 peak / 5 off peak Doncaster n/a 3 on most hours Leeds n/a 2 York n/a 2 Newcastle n/a 2 Edinburgh n/a 1-2 Figure 2 Newcastle current train service level (trains per hour) Originating / destination station tph to Newcastle (including Nexus platforms) Carlisle 1 Hexham 2 Metrocentre 4 Sunderland 6 Middlesbrough 1 Leeds 2 York 5 Edinburgh 2-3 Darlington 4-5 Figure 3 Middlesbrough current train service level (trains per hour) Originating station tph to Middlesbrough Saltburn 2 Thornaby 4 Darlington 2 Newcastle 1 Sunderland 1 Hartlepool 1 Leeds 1 Manchester 1

12 10 Figure 4 shows the total annual tonnage levels on the route. Figure 4 Tonnage Traffic volumes are summarised in Figure 5. Figure 5 Current use Passenger Freight Total Train km per year (millions) Train tonne km per year (millions) 15,293 7,101 22,394

13 11 Current infrastructure capability The following maps provide an indication of the predominant capability on each section of the route. As part of the Infrastructure Capability Programme a number of Network Changes to Route Availability and Gauge, which may affect some of the detail of these maps, have been issued for consultation. Details of the Network Changes being consulted can be found on the Network Rail website and details of Network Changes established can be found on the Network Rail website. Current capability is shown in the Network Rail Sectional Appendix. Figure 6 Linespeed Figure 7 Electrification

14 12 Figure 8 Route availability Figure 9 Gauge

15 13 Current capacity Much of the route currently operates at or just below capacity for much of the day, due to the service mix and stopping patterns. This is against a background of both passenger and freight growth. The route has capacity constraints at a number of key locations, including: King s Cross the 11 platforms are extensively used at peak times and three are unable to accommodate more than eight car trains Finsbury Park to Alexandra Palace the five tracks used by passenger trains are near to capacity in the peak Digswell to Woolmer Green two track section constrains capacity and exacerbates delays in perturbed running Hitchin at grade junction to/from Cambridge line creates capacity constraint and again exacerbates delays Huntingdon to Peterborough 16 miles of two and three track railway with high levels of trains Peterborough with only five platforms, routeing of trains can become constrained and operations can easily become perturbed Spalding to Sleaford due to current signal box opening hours, this section is not available in the early mornings and evenings, thus restricting the Peterborough to Lincoln service to limited hours of operation Grantham to Doncaster two track section sees a mixture of fast and semi-fast passenger services interspersed with freight traffic and has some short loops Doncaster restricted layout of through platforms and large number of crossing movements Doncaster to Leeds on this two-track section capacity is constrained by the combination of fast and stopping passenger trains and freight services York four tracks reduce to three in the southern approaches to the station which, together with current signalling control arrangements, cause pathing and performance problems Northallerton to Edinburgh long two track section with limited looping facilities, being particularly constrained between Ferryhill and Newcastle Pelaw to Sunderland this section is close to capacity in some hours due to the mix of Metro trains, heavy rail passenger services and freight traffic Newcastle to Hexham the mix of traffic causes some capacity issues Norton-on-Tees to Ferryhill capacity is limited on this freight route due to signalling and speed constraints Dunbar there is only one platform, which forces northbound stopping services to cross onto the southbound passenger loop there are a limited number of outer suburban platforms between King s Cross and Cambridge/ Peterborough with 12-car capacity power supplies to the overhead electrification during busy periods are at capacity at the south end of the route and north of Newcastle the Moorgate branch is limited to six car trains and has five minute headways. The lack of a regular pattern for long distance services to/from London leads to a sub-optimal use of capacity. The lack of routes paralleling the ECML with adequate loading gauge, electrification and linespeed reduces the opportunity for freight services to be routed away from the capacity constrained sections. Use of the Hertford loop is limited by its existing signalling and by the track layout at Stevenage. There are fewer significant capacity issues on the local lines within the North East region, on account of the relatively low usage, with the exceptions being the issues on Pelaw to Sunderland, Newcastle to Hexham, and Norton-on-Tees to Ferryhill mentioned above.

16 14 Figure 10 shows the current peak train service level on key sections of the route. Figure 10 Current train service level (peak trains per hour) Route Section Number of trains London King s Cross Holloway Junction 18 Finsbury Park Alexandra Palace 28 Digswell Woolmer Green 16 Hitchin Peterborough 10 Peterborough Helpston Junction 10 Doncaster Leeds 8 Colton Junction York 12 Durham Newcastle 9 Drem Edinburgh 6 Sunderland Pelaw 7 Eaglescliffe Thornaby 7 King Edward Bridge Metrocentre 5 Metrocentre Hexham 3 Hexham Carlisle 2 Middlesbrough Redcar 4

17 15 Current performance Figure 11 shows the forecast 2009/10 Public Performance Measure (PPM) for the main franchised TOCs running along the route. The capacity constraints listed above cause performance problems when services are running out of course. The mix of high speed passenger trains, with varying stopping patterns, and slower passenger and freight services, also make it difficult to contain delays on the two track sections. The two track sections are also a problem when an incident affects one or both lines as there are few viable diversionary routes, especially for electric trains. When one line is blocked, single line working can be instituted over the other track. On much of the route between Northallerton and Berwick-upon- Tweed, the signalling system allows this method of operation to be introduced relatively easily and so delays are normally contained. However, on other sections special signalling arrangements need to be employed, leading to delays mounting up very quickly and requiring the service to be thinned out significantly. As with other routes with overhead electrification, failure of the equipment can cause major performance incidents from time to time. With the lack of suitable diversionary routes mentioned above, the effects can be quite significant. Although capacity constraints are a major source of poor performance, the main causes of delay on local routes in the North East region are track defects, trespass, vandalism, and cable theft. However, for some time we have also been experiencing significant delays in the Bowesfield to Thornaby area due to a severe speed restriction imposed over the Tees Bridge. A replacement bridge has now been completed and installation of the track across the bridge is expected to be carried out during the next few weeks allowing the speed restriction to be removed. Figure /10 PPM TOC Forecast MAA As at period CrossCountry 90.4% 11 First Capital Connect 89.4% 11 First ScotRail 90.5% 11 National Express East Coast 87.7% 11 East Midlands Trains 92.5% 11 Northern Rail 91.3% 11 TransPennine Express 91.9% 11

18 16 Section 2: Tomorrow s railway: requirements HLOS output requirements Note #: included in aggregate target across a number of regional hubs Figure 16 shows how the HLOS load factor targets for King s Cross, Moorgate and Newcastle stations are met by the proposed strategy. On the ECML, although the measures to meet the peak capacity increases contribute to the total additional passenger kilometres to be accommodated, there is also the need to significantly increase provision for the long distance passenger market through additional services. In addition to the outputs described above, the HLOS for England and Wales includes implementation of Key Output 2 of the Thameslink Programme (though this will not be completed until early CP5) and infrastructure works to allow introduction of the Intercity Express Programme. Meanwhile, improvement in Anglo-Scottish journey times and protection of service provision are key priorities of Transport Scotland. Future demand in CP4 The HLOS specifies peak demand at the south end of the route heading into London rising by approximately two percent per year. However, flows from some stations are expected to grow much more as a result of an increase in planned housing in their catchment areas. Growth on services on the Hitchin to Cambridge line is expected to be the highest. Peak growth will account for about one sixth of the passenger kilometre HLOS growth target for the route. Demand for off-peak travel in the inner and outer suburban areas is expected to continue to grow, particularly for journeys to London, where rail competes strongly with other modes. Demand for longer distance travel is also expected to continue increasing. Again, growth on London flows is expected to be the highest. The ECML Route Utilisation Strategy (RUS) predicted that this market will grow by approximately three percent per year. It is anticipated that the majority of the HLOS target increase in passenger kilometres for the route will be generated by further long distance journeys to/from London. Additional growth is developing following the transfer of Eurostar services to St Pancras International (adjacent to King s Cross) in November These mainly operate to/from Paris, Brussels and Lille, but offer interchange at these locations with services to many other European destinations. Beyond this, Key Output 1 of the Thameslink programme will further increase demand to be handled in the peaks by some 12- car length trains on FCC services - as has the commencement of high-speed services from St Pancras International to several destinations in Kent in December Passenger growth on the Stansted Cambridge Peterborough Leicester Birmingham corridor is expected to increase considerably due to population growth in East Anglia and the continued expansion of Stansted Airport, thereby increasing the amount of interchange at Peterborough. Most recent counts on CrossCountry services indicated an overall growth rate of eight percent per year. Whilst CrossCountry has invested in more trains with more seats across its franchise, resulting in an increase in capacity of 35 percent, the timetable structure means there is an imbalance between capacity and demand on some routes. In particular, steady strong growth on the Edinburgh Plymouth (via West Yorkshire) service is leading to significant crowding issues on a number of services, while their Newcastle Reading (via Doncaster) services remain relatively lightly loaded. A key feature of CrossCountry services is the opportunity to interchange and connect to services operating on the ECML, Midland Main Line (MML) and West Coast Main Line (WCML). On local lines in the North East region, standard industry forecasting techniques predict very low growth in demand for journeys, but passenger travel grew by almost five percent per year between 2003 and Therefore the ECML RUS used a different methodology, which gave a growth of up to four percent per year over the next decade. This reflects a view that growth in employment would continue to generate new commuting trips into the main urban areas, and wider economic growth would encourage new business and leisure journeys. The Freight RUS was published by Network Rail in March 2007 and established by the Office of Rail Regulation in May A key input to the strategy was a set of ten year demand forecasts that were developed and agreed by the industry through the RUS Stakeholder Management Group. It is anticipated that the greatest growth areas for freight on the route will be in intermodal traffic and coal. Other commodities will remain as important traffic for the route, with growth in most being expected. The completion of W10 gauge clearance

19 17 from Felixstowe and Bathside Bay to four terminals in Yorkshire (at Doncaster, Leeds Stourton, Selby and Wakefield) will drive a significant increase in container traffic on the constrained section of the route between Peterborough and Doncaster, while the growth of Thames estuary ports will also provide an increase in traffic. Coal traffic to the Aire and Trent valley power stations will also cause additional freight traffic on the route. A continuation of freight growth is expected at both Teesport and Port of Tyne, with a variety of bulk products and container traffic, while the Port of Blyth is expected to generate further bulk traffic. Meanwhile, Teesport has planning consent for facilities to handle deep sea container ships, further increasing the potential for growth in intermodal freight traffic. Future demand beyond CP4 Looking at the Network as a whole, the 2007 Government White Paper Delivering a Sustainable Railway anticipated a doubling of both passenger and freight traffic over the next 30 years, whilst recognising that there could be wide local variations. However, LDHS operators have expressed a view (based on trends of recent years) that this will happen on the ECML considerably sooner, leading to the conclusion that continued attention will be required to improve the capability of the route. Completion of the Thameslink Programme will enable through-running of suburban services from the ECML across London to destinations in south London and south-east England, creating new direct journey opportunities, thereby stimulating further growth. Equally, with substantial development proposed for Cambridge and its surrounding area, it can be expected that longerdistance commuting will continue to grow strongly. increase in gauge clearance on the network to W9/W10 or above, and the expansion of the east coast ports, will continue to stimulate strong intermodal growth. Running of additional passenger services on the ECML alongside such freight growth may give rise to a need for further enhancements, and increasing use of the parallel route via Eaglescliffe, Stockton and Ferryhill. This parallel growth of passenger and freight demand may also drive the possible reinstatement of the disused Leamside route from Ferryhill to Pelaw Junction (Gateshead) via Washington, thereby creating another diversionary route off the ECML and offering the opportunity for new local services. The 2019 and 2030 freight forecasts produced through the Strategic Freight Network process show significant freight growth beyond CP4 and in freight train path requirements on the following lines: The ECML between London and Scotland (and in particular the section between Peterborough and Doncaster) Doncaster to Hare Park Junction (south of Wakefield) Northallerton Middlesbrough. The concept of the Seven Day Railway is very important to both passenger and freight train operators. Key elements in achieving this capability can involve increased sections of bi-directional signalling, and the upgrading of key diversionary routes for additional and larger gauged traffic. The train operators and Network Rail are working together during CP4 with the aim of developing and implementing appropriate Seven Day Railway initiatives. CrossCountry aims to focus on the need to accommodate demand generated by the expansion of Stansted Airport, which is anticipated to continue beyond It is likely that demand for local passenger journeys in the North East region will continue to grow at a similar rate to that expected during CP4. This is unlikely to give rise to a need for many new services, though there may be opportunities to make use of additional peak hour rolling stock and unused network capacity to provide a small number of additional services on some routes. We have agreed the 2030 freight forecasts with the FOCs. All the evidence suggests that present patterns in demand, coupled with the expected

20 18 Figure 12 below shows the HLOS output requirement for the total demand to be accommodated on the former strategic routes which make up Route G (East Coast & North East). Figure 12 Total demand to be accommodated by Strategic Route Route Annual passenger km (millions) forecast in 2008/09 Additional passenger km (millions) to be accommodated by 2013/14 East Coast Main Line 6, North East Routes South Cross-Pennine, South Yorkshire and Lincolnshire Figure 13 Peak hour arrivals to be accommodated by Strategic Route London Terminals and Regional Hubs Peak three hours High peak hours Assessed demand in 2008/09 Extra demand to be met by 2013/14 Maximum average load factor at end CP4 # Assessed demand in 2008/09 Extra demand to be met by 2013/14 Maximum average load factor at end CP4 # King s Cross 18,300 2,300 67% 8,000 1,100 76% Moorgate 13, % 7, % Newcastle 13% increase on 2008/09 41% 16% increase on 2008/09 46% # Maximum average load factor is calculated collectively across all London termini.

21 19 Section 3: Tomorrow s railway: strategy Figure 14 summarises the key milestones during CP4 in delivering the proposed strategy for the route. Further explanation of the key service changes and infrastructure enhancements are set out in the following sections. Figures 15 and 16 below show how the HLOS load factor targets for locations on the route are met by the proposed strategy. The measures will also contribute to the total additional passenger km to be accommodated. Figure 14 Summary of proposed strategy milestones Implementation date Service enhancement Infrastructure enhancement Expected output change 2010 onwards Lengthening of some regional commuter services, and additional peak hour services between Doncaster and Leeds Progressive lengthening of London outer suburban services Platform extensions between Doncaster and Leeds Platform lengthening at six stations, power supply upgrade, additional stabling and additional platforms at Cambridge (Route D) and Peterborough Increased capacity on Leeds and Newcastle commuter services to meet HLOS growth (subject to rolling stock provision) Increased capacity on outer suburban commuter services, in order to meet HLOS growth at King s Cross No specific service changes Value for money enhancements in association with planned renewal Improved capacity, journey times and performance 2011 Additional freight services Reinstatement of Boldon East Curve Increased freight train capacity for bulk services to/from Tyne Dock by avoiding the congested section of the ECML between Newcastle and Northallerton Additional long distance high speed services to/from London and freight paths 2013 Introduction of pre-series IEP trains 2013 Additional London inner suburban services in shoulder peaks A programme of infrastructure works between King s Cross and York Track, station and depot works, plus a power supply upgrade Improved infrastructure between Alexandra Palace and Finsbury Park Increased passenger and freight capacity, improved performance and shorter journey times between London, Yorkshire, North East and Scotland Improved journey times and increased capacity on services operated by pre-series trains Increased capacity on inner suburban services and improved performance

22 20 Figure 15 Capacity enhancements to meet HLOS peak capacity in CP4 Description Additional 1 LDHS tph King s Cross to York/Lincoln Progressive lengthening of outer suburban services from 8-car to 12-car Additional vehicles involved Station served Capacity Impact 0 # King s Cross 1, King s Cross 3,700 2, Capacity Impact TransPennine Express train lengthening Lengthening of train services used for North East commuting 1 Newcastle Newcastle 1,100 1,000 Figure 16 Impact on HLOS peak capacity metric London Terminals and regional Hubs Peak three hours Demand end CP4 Capacity start CP4 Capacity end CP4 Load factor end CP4 High peak hours Demand end CP4 Capacity start CP4 Capacity end CP4 Load factor end CP4 King s Cross 20,600 34,200 39,500 9,100 14,800 17,400 Moorgate 13,700 17,200 17,200 66% 7,800 7,800 7,800 Other London termini 527, , , , , ,400 75% Newcastle* 9,800 11,100 3,800 4,900 Other regional hubs 31,300 61,500 66,600 40% 14,300 22,000 26,500 46% # Vehicles previously procured through ECML franchise. * included in aggregate target across a number of regional hubs Strategic direction The ECML RUS was published on 29 February The key drivers for the development of the East Coast & North East route are: Please note that the figures presented in Figures 14 and 15 are subject to discussion and agreement with the relevant train operating companies. growth on long distance high speed services to/from London reduced journey times between London, the Yorkshire and Humber and North East regions, and Scotland growth in commuter journeys to London from the outer London area, Hertfordshire, Cambridgeshire, Peterborough, west Norfolk and parts of the East Midlands growth in commuter journeys into Leeds, Newcastle and Middlesbrough increased freight demand leading to path requirements on certain key sections, particularly Peterborough to Doncaster improved reliability of services increased hours of operation of passenger and freight services on key routes.

23 21 The overarching strategy for the route proposed in the ECML RUS is: progressive lengthening of London and regional commuter services wherever possible to make best use of existing route capacity provision of additional long distance high speed services to/from London in the short to medium term, to allow better segregation of flows and improve journey times on the longer journeys increased train length and seating capacity on long distance high speed London services in the medium term, mainly as a result of the Intercity Express Programme (IEP) operation of a standard hour timetable to make best use of capacity for all passenger and freight operations and improve connectivity for passengers infrastructure improvements to reduce the number of bottlenecks thereby improving capacity and performance, and reducing journey times. include some additional stations. Meanwhile, other areas of study with North East regional stakeholders include the possible reintroduction of passenger services on parts of the Blyth & Tyne freight network, and the potential reinstatement of the disused Leamside route from Ferryhill to Pelaw Junction (Gateshead) via Washington. This proposal has been the subject of feasibility studies funded by the Tyne & Wear Passenger Transport Authority. The only other anticipated driver of service change in the North East region will be the various options which we are developing with local stakeholders. Future train service proposals Figure 17 indicates the forecast change in tonnage to Figure 17 Tonnage growth The ECML RUS also examined several proposals made in the DfT s Regional Planning Assessment (RPA) for the North East, namely: provision of a new Sunderland Darlington service improved journey times on the Durham Coast, Tees Valley services, and the Newcastle Carlisle line improved links between the Durham Coast, Yorkshire and London provision of one or more new stations on the Durham Coast line. The RUS found that introducing new passenger services in the North East region did not provide sufficient value for money. In some cases, this was due to the cost of the additional rolling stock and additional train crew costs. However, there may be an opportunity to use the additional rolling stock required for peak hour growth to make some service changes. Opportunities to improve linespeeds in the North East region will be examined when renewals are undertaken. However, the RUS could not recommend any additional stations on the Durham Coast route. This should be reviewed if and when a significant change in travel to work patterns occurs, or if a third party is interested in funding the cost of a station. We are working with stakeholders in the Tees Valley on options to provide a 15-minute frequency and faster service between Saltburn and Darlington, thereby linking a number of development sites with a metro type service. The scheme would also

24 22 In the context of expected growth in long distance travel to/from London, the RUS has explored the opportunities and issues associated with an increase in hourly long distance high speed passenger paths (to six each way in the off peak and eight in the peak) and operating the off peak services in a standard hourly (or two-hourly) pattern. This work takes place against a background of aiming for a standard pattern of service, improving longer distance journey times, and the need for more 60 and 75mph freight paths. The most critical section for the off peak services is between Peterborough and Doncaster, where the Freight RUS identified a step change in freight path requirements. The RUS proposed that the additional off-peak passenger path is used to serve the intermediate stations between Peterborough and Doncaster (i.e. Grantham, Newark North Gate and Retford). This would provide a number of benefits: acceleration of Leeds, Newcastle and Scottish services, by reducing the number of these intermediate calls provision for growth on the longer distance flows, by using capacity on existing services that is currently used by passengers travelling between London and Grantham, Newark and Retford allowing growth and avoiding crowding for passengers from these intermediate stations, by providing services that are more focussed on this medium-distance market. A standard pattern would regularise connectional opportunities, and allow other services that interact with the route (e.g. Grimsby to Newark North Gate) to maintain a clock face pattern. Accordingly, a standard hour timetable for the ECML has been developed and has recently gone out for consultation. It is proposed for introduction in May 2011, and incorporates additional off-peak LDHS services in line with the RUS recommendations. CrossCountry Since December 2008, CrossCountry has operated a generally half-hourly standard pattern timetable across most of its network. However, on the ECML, as there is not yet a standard hour timetable, there are some off-pattern services, and only an hourly service on the busiest flows via West Yorkshire. CrossCountry therefore aspires to divert more trains via Leeds. As explored in the Yorks & Humber RUS, this is expected to bring benefits including crowding relief and improved connectivity between West Yorkshire, the West Midlands and the Thames Valley. CrossCountry has an option in its franchise agreement to extend the present hourly Birmingham to Leicester service to Stansted Airport (via Peterborough and Cambridge). This will be implemented progressively as recommended in the East Midlands RUS, firstly by extending Birmingham Leicester trains every two hours to Cambridge. This will increase connectivity to both the east and the west at Peterborough. East Coast East Coast took over operation of the East Coast LDHS franchise from National Express in November 2009, with service levels initially based on the December 2008 timetable. Service levels for the London long distance high speed market have been expanded in the recent past with the introduction of a 2tph off peak service between King s Cross and Leeds in May The pattern and level of service is planned to increase in future as recommended in the RUS, including the planned introduction of additional services (between King s Cross and Lincoln and King s Cross and York). First Capital Connect In the short term, the increase in outer suburban commuter demand has been met through the implementation of an enhanced outer peak timetable by FCC. This took effect from May Further growth in the outer suburban commuter market will be met through progressive train lengthening to 12 cars, building on the service levels in the May 2009 timetable. Growth on inner suburban services will be addressed initially through operating all peak hour services as six car trains. The next stage will be to increase the number of shoulder peak services by up to three in each peak hour, as train lengthening is not possible due to restricted platform lengths on the underground section between Drayton Park and Moorgate. TfL aspires to an all-day frequency of at least 4tph on inner suburban services to both Hertford North and Welwyn, and they are working with FCC and Network Rail towards delivering this. Any increase in off-peak services on the Hertford Loop would need to recognise the need to maintain capacity for freight. First Keolis TransPennine Express TPE aspires to improve journey times on the northern Cross-Pennine route, to introduce an hourly through service between Newcastle and Liverpool, and to operate a regular clock-face

25 23 timetable throughout the day to and from Middlesbrough. Grand Central Grand Central currently operates four return weekday services between Sunderland and King s Cross and aspires to a fourth train on this route on Sundays. It also aspires to operate an additional two daily return services between Middlesbrough and King s Cross, as part of this Sunderland service group, and to stop at certain stations between York and King s Cross. Grand Central plans to introduce three trains per day each way from Bradford Interchange to King s Cross (via Halifax, Brighouse, Wakefield Kirkgate, Pontefract and Doncaster) from May Meanwhile, it has long-term aspirations to introduce the following new services: Huddersfield King s Cross, via Sheffield and Worksop Cleethorpes King s Cross, via Grimsby, Habrough, Scunthorpe and Doncaster Scarborough King s Cross, via Malton and York. Grand Central continues to evaluate other service proposals on the network, particularly to provide through services where these are not currently available. Hull Trains Hull Trains aspires to run an eighth train in each direction between King s Cross and Hull. Northern Rail Additional peak capacity on the Doncaster to Leeds line is planned to be provided through a combination of: additional Doncaster Leeds trains use of Class 333 electric units with secondary 321s longer Sheffield Leeds (via Moorthorpe) trains. Together with SYPTE and Northern Rail, Network Rail is investigating the possible provision of rail services between Doncaster and a new station serving Robin Hood Airport Doncaster Sheffield. This would be located at Finningley, on the Doncaster to Lincoln line. Peak hour crowding on North East local services would be addressed through train lengthening rather than additional services, at least in the short term. However, there may be opportunities to use the additional peak hour resources to alter some existing services, thereby both addressing peak growth and providing new service opportunities. Freight Current industry predictions envisage a strongly expanding market for freight. The critical growth requirements for freight services on the route are listed below, including the number of total daily paths identified in the SFN 2019 freight forecast: London Peterborough: 22 Peterborough Doncaster: 33 Doncaster Hare Park Junction: 24 Ferryhill Tyne Yard: 14 Revised routeing for many freight trains serving the power stations at Drax, Eggborough and Ferrybridge can be expected on completion of the scheme to provide a flyover at Shaftholme Jn, avoiding use of the ECML. Additional coal movements from the Tyne/Tees area to the power stations area likely possibility. Rolling stock Based on RUS work, discussions with train operators and liaison with the DfT, the rolling stock implications of the above for CP4 are as follows: London suburban services: an additional 40 vehicles for First Capital Connect (many of which have already been delivered) London LDHS services: five additional Class 180 sets (25 vehicles) for East Coast services Wakefield Leeds corridor: using Class 333 units released by additional four car electrics for the Leeds North West route (see Route H), and additional diesel vehicles to strengthen the Sheffield Moorthorpe Wakefield Westgate Leeds services (included in the numbers shown for Route H) Darlington Durham Newcastle Morpeth corridor: 11 additional diesel vehicles The main depot implications of the above are the need for additional stabling at Peterborough and Cambridge, additional stabling and maintenance facilities at Hornsey for inner suburban services, and a suitable location for stabling the additional long distance sets. Future capability The major capability change on the route is the proposed clearance of the Peterborough Doncaster Hare Park Junction/Temple Hirst Junction (and diversionary Newark Gainsborough Doncaster route) sections for W9 and W10 gauge, in order to allow rail to capture a much larger

26 24 portion of the increased container traffic generated by the Felixstowe and Bathside Bay developments. This is part of the project funded by Hutchison Ports (UK), to provide gauge clearance from Felixstowe and Bathside Bay to intermodal terminals at Doncaster, Leeds Stourton, Selby and Wakefield. Gauge clearance to at least W9/W10 is proposed as part of the GN/GE Joint Line upgrade project planned for CP4. This covers the Peterborough Spalding Sleaford Lincoln Doncaster corridor, thereby giving an alternative route for freight to avoid an increasingly heavily-used section of the ECML. Network Rail is working with the DfT and other stakeholders on development work for W9, W10 and W12 gauge enhancement on a number of other routes, including London to Peterborough. This is part of the Strategic Freight Network initiative to provide an extended comprehensive network of high gauge core freight arteries across the country, which would be capable of taking deep sea containers on standard deck height wagons, and swapbodies. The implementation of at least some of these proposals may be the subject of a TIF submission. A key freight aspiration is for access to Teesport and the Port of Tyne by intermodal traffic, including 9 6 deep sea containers. Direct access to Teesport from the ECML requires works on Yarm tunnel (although an alternative may exist via Darlington and Dinsdale, albeit requiring trains to reverse at Darlington), while clearance of the Eaglescliffe Stockton Norton South Junction Ferryhill line would be needed as a key diversionary line for gauge sensitive traffic to the Port of Tyne. Meanwhile, the line through Sunderland and the Newcastle to Carlisle line would both need significant structures works to improve the current gauge. Away from the ECML, passenger line speeds are relatively low on various sections where the current rolling stock could attain higher speeds. On some of these, curvature and other infrastructure issues preclude an easy solution to increase speeds. Modest speed improvements on some lines would give longer turn rounds at one or both ends of a route, which would improve performance, as well as increase demand through faster journeys. Where renewal is planned we will seek to increase line speeds in a number of areas, though this may require some NRDF funding. However, without significant infrastructure works, there is little scope to increase line speeds on the slower sections of the ECML itself, as most such opportunities were taken when the route was modernised (either for the introduction of High Speed Train operation in the 1970s or electrification in the 1980s). Platform lengthening will be required at many of the outer suburban stations, in order to allow the progressive lengthening of services. About half of these are included in Key Output 2 of the Thameslink Programme, but will be needed well before the completion of the project. The other stations form a separate project. Selective door opening may be an option at a few locations. Some minor platform lengthening will be required to allow Class 333 operation between Doncaster and Leeds. This is detailed in the Route Plan for Route H. Power supplies to the overhead electrification in the London area will need upgrading, to deal with both the increased number of trains operating on London area suburban services, and any additional electrically-hauled long-distance services in the commuter peaks. The necessary enhancements, including installation of a new Auto Transformer power supply, fall within the Thameslink Programme scope. However, they are required earlier, in order to accommodate peak hour growth on King s Cross and Moorgate commuter services, and the introduction of IEP services. The latter also drives the need for further power supply enhancements northwards to Doncaster. An additional platform at Dunbar would be required (as recommended in the RUS) to improve operational flexibility and performance. We are currently reviewing the level crossings at Bathley Lane (between Newark North Gate and Retford) and Markle (between Dunbar and Drem). The aim is to improve operational safety and efficiency, and at Markle the opportunity may also exist to increase the maximum permitted speed of trains. Future capacity The signalling headways are generally considered to be adequate on much of the route. The exceptions are the Hertford Loop (particularly when trains need to be diverted), the Moorgate branch, parts of the Durham Coast, and the Stillington freight branch. Capacity is generally governed by train occupation of junctions, trains stopping at stations, and the mix of fast and slower speed services on long two-track sections, rather than being limited by headways on plain line sections.

27 25 There are several major capacity and/or performance enhancements recommended in the ECML RUS and included in the CP4 Delivery Plan: an additional platform at King s Cross (to be known as Platform 0), which can be used by electrically-hauled long-distance services and 12- car outer suburban services a third south-bound passenger line between Alexandra Palace and Finsbury Park, including an additional southbound platform at both Alexandra Palace and Finsbury Park improvements to the Down Slow 2 line between Finsbury Park and Alexandra Palace grade separation of the junction at Hitchin an additional island platform at Peterborough, which will allow the East Anglia passenger and freight services to operate independently of services from London capacity enhancements between Peterborough and Doncaster, in order to allow a significant increase in long distance passenger and freight services, by the enhancement of the GN/GE Joint Line (via Spalding and Lincoln) to become a primary freight artery, with typical linespeeds of 75mph for intermodal trains and 60mph for heavy freight improvements around Shaftholme and Joan Croft Junctions, in order to eliminate the use of the ECML by Immingham to Aire Valley coal trains, thereby allowing them to operate over a shorter route, whilst also allowing diversion of some freight trains that use the Hare Park Junction to Adwick Junction section Holgate Junction to York station: an additional line accompanied by improvements to signalling arrangements level crossing closures and upgrades, in order to allow additional services to operate and improve safety. Some capacity enhancements will be necessary in order to accommodate the long-term aspiration for a 15 minute frequency service between Saltburn and Darlington (currently under development as Tees Valley Transport Solutions). Part of the development work we are undertaking will identify what schemes would be necessary under each option being considered. We are proposing the provision of bi-directional working on the Up east slow line between the Loversall Carr area and Doncaster, and direct access from the Down ECML route to the Up yards, mainly to provide increased flexibility for performance recovery and freight operations. The scheme would also benefit the operation of a future regular service to Robin Hood Airport (Doncaster- Sheffield) at Finningley, as it would minimise conflicts at Doncaster between these and other services. However, this scheme is not currently funded. The implementation of the Integrated Train Planning System (ITPS) is planned to be phased in during the next two years. The new system allows us to plan at a lower level of granularity: for example, it calculates sectional running times to the nearest second. We believe that using a system that has the ability to plan at this level of detail may unlock additional capacity and modestly improve some journey times. It may also highlight instances where the existing plan is deficient. Shortening of the Hartlepool to Dawdon block section (as part of the Durham Coast resignalling scheme) will provide additional capacity to assist with freight and passenger growth on the Durham Coast, as well as allowing it to be used more extensively for diversions off the ECML. The Freight RUS has identified that the increase in bulk freight traffic expected out of Tyne Dock should be routed via the Durham Coast, so as to avoid the capacity bottleneck on the ECML between Northallerton and Newcastle which is a concern from a freight standpoint. This requires the reinstatement of Boldon East curve. Meanwhile, we are looking to improve both the headways and line speed on the Stillington branch (between Stockton and Ferryhill), which would improve capacity as well as providing improved journey times (including for diversions off the ECML).

28 26 Future performance Figure 18 sets out the planned PPM for each franchised train operator. The PPM figure quoted represents the expected contribution of the TOC to the sector-level regulatory outputs in the CP4 delivery plan. Many of the enhancement schemes listed above will provide sizeable performance benefits. Additionally, the ECML OHL equipment performance improvement scheme, planned for delivery during CP4, will reduce the number of equipment failures, thereby bringing significant train performance benefits. We are managing a number of initiatives in the North East region, involving considerable resources, to combat the huge rise in cable theft incidents over the last few years. Meanwhile, reconstruction of a large bridge over the River Tees near Thornaby (due for completion shortly) will improve both asset condition and performance, by removing an onerous speed restriction across the present structure. Further north, the Scotland RUS recommended doubling of the single lead at Portobello Junction (on the ECML east of Edinburgh Waverley) to improve performance. CrossCountry As a long distance operator, CrossCountry faces significant performance challenges. The franchise was re-mapped from 11 November 2007, bringing together parts of former Virgin Cross Country and former Central Trains routes. Additional capacity (in the form of HSTs, as well as additional seating on Class 220/221 and Class 170s) was introduced by the summer of Forecast PPM MAA for the remapped franchise for 2009/10 is 90.4 percent. Franchise plans developed during bidding (based on TOC self-improvements) have a PPM target of 88.7 percent at the end of the franchise. This was based on a given bid assumption of no improvement from Network Rail during CP4. It is therefore expected by CrossCountry that the further improvement sought in franchise and national PPM will come from Network Rail initiatives. The PPM figures shown for CP4 represent Network Rail s forecasts, suggesting that performance for CrossCountry services by April 2014 will be around 91.3 percent. Network Rail is developing national plans for a 25 percent reduction in trains over 30 minutes late or cancelled (significant lateness) over Control Period 4. These plans include continued work on flooding prevention, and joint initiatives being developed between Network Rail and British Transport Police to reduce theft and vandalism. These commitments are consistent with CrossCountry s desire to minimise the number of significantly late trains, which is a major source of customer complaint, lost rail business, and payments under the delay repay regime. Although plans are currently in their early stages, any actions under this heading are likely to benefit the performance of the CrossCountry services, given the wide geographic extent and long distance nature of their business. Extreme weather is increasingly no longer confined to particular periods of the year. Flooding and high winds can strike at any time with an adverse effect on services. CrossCountry s geographic coverage means that a regional weather event can have a national impact. Vulnerable pieces of infrastructure and land will continue to pose a performance risk, although specific Network Rail operational plans exist to deal with such incidents. Of particular concern to CrossCountry are blanket emergency speed restrictions, which can severely impact services which operate the length and breadth of the country, as well as across Network Rail organisational boundaries. Figure 18 Forecast PPM MAA CP4 plan 2010/ / / /14 CrossCountry 90.2% 90.6% 90.9% 91.3% East Coast 88.2% 89.5% 90.5% 91.1% East Midlands Trains 88.7% 89.4% 89.9% 90.2% First Capital Connect 92.1% 92.4% 92.7% 92.9% First ScotRail 91.3% 91.7% 91.9% 92.0% National Express East Anglia 91.8% 92.1% 92.3% 92.8% Northern Rail 90.7% 91.2% 91.7% 91.8% TransPennine Express 92.2% 93.2% 93.8% 94.0%

29 27 East Coast The 2009/10 forecast performance for East Coast is 87.7 percent PPM (MAA). The key performance issues and opportunities for this TOC have been identified as enhancing the network to remove points of conflict and increase flexibility in times of perturbed running, including: Hitchin grade separation Shaftholme Junction new layout Holgate Junction (York) remodelling Provision of an additional platform at King s Cross (Platform 0) improving the robustness of the overhead line and rectifying sites of consistent failure continued work to reduce the level of cable theft reduction in the impact of trespass, vandalism and fatalities faster repair of defective S&C improved infrastructure reliability on the core twotrack sections between Huntingdon and Doncaster and north of York regulation and timetable resilience work to keep trains closer to their booked path throughout their journey Seven Day Railway programme opportunities to reduce the impact of weekday night, Saturday and Sunday working. The route performance plan is being developed around these key points, and currently suggests that the performance of East Coast will be around 91.1 percent PPM by April This includes an allowance for passenger/traffic growth and an increase in engineering work. This figure has been discussed with the TOC, and although challenging, both parties are firmly committed to work towards its delivery. First Capital Connect First Capital Connect operates the suburban train routes into London King s Cross and St. Pancras International, and the cross-london Thameslink route. The performance of the TOC is 89.4 percent as at period /10. There is a significant level of change in service patterns driven by the Thameslink works throughout CP4, and some services are now operated by FCC on behalf of Southeastern south of Blackfriars. This, together with relatively major changes to fleet resources, will result in some challenges to maintain performance. The key performance issues and opportunities identified for this TOC include: minimising the operational impact of the Thameslink programme (as there remains a degree of uncertainty around the full impact of the work programme) uncertainty over the impact of the East London line extension, and the planned rewrite of the South London and Brighton Mainline timetables the impact of passenger growth the impact of enhancements on the ECML (especially around King s Cross, Finsbury Park, Alexandra Palace and Hitchin) specific concerns over seasonal variation and the likely benefits of Remote Condition Monitoring maintenance of journey times the impact of fleet changes and stabling arrangements compatibility between the electrification requirements for Thameslink and IEP. We have been working with FCC to produce a longterm performance plan during 2009, and the expectation is that this will result in a forecast level of performance of 92.9 percent by the end of 2013/14 (including accounting for the impact of the Thameslink works). Northern Rail Northern Rail operates the local train networks both into the major conurbations and across the more rural areas in the North of England. The forecast performance of the TOC for 2009/10 is 91.3 percent PPM MAA. The franchise is extremely complex, with a focus on cost management, so that resources are efficiently used with little spare capacity for growth or recovery from incidents. Northern Rail recognises that there is a potential balance to be struck between aiming towards a high average level of performance, and targeting a lower but more consistently achieved level of performance, with better use of capacity for passengers. The key performance issues and opportunities for this TOC have been identified as: the ability to maintain a highly performing service connecting multiple key transport nodes, each with challenges for delivery in their own right, and limited spare capacity for growth scope for growth in general, and especially for services in the urban conurbations, where there is low scope for infrastructure enhancements and few spare resources to deliver increased capacity from existing supplies the challenge of improving service delivery during disruption from the available resource base, driving a preference for focus on incident avoidance a consequential need to focus on detailed day to day delivery and good quality operating practice

30 28 a complex mix of fleet, some of which has an inherently low level of reliability; opportunities to replace stock will thus be taken when they arise the scope for a significant improvement to the quality of the infrastructure over which Northern Rail operates services, including the need to see that these services link into denser operations around conurbations the problem that Northern Rail s key revenue flows are also within their worst-performing service groups the specific need to improve track quality the development of a real ability to manage the impact of weather and drive down cable theft getting the right balance between performance, journey time and capacity benefits from the enhancements planned on routes operated by Northern driving the delivery of smaller scale enhancements, such as line speed improvements. Other operators The other franchised passenger operators on this route are East Midlands Trains, First ScotRail, National Express East Anglia, and TransPennine Express. The future performance section for East Midlands Trains can be found in the plan for Route I, First ScotRail in the plans for Routes P and Q, NXEA in the plan for Route D, and TPE in the plan for Route H. A high standard of performance is critical also to the businesses of open access passenger and freight operators. Network availability As the number of trains increases to meet future growth, there needs to be more access for maintenance, renewal and enhancement work on the route. Network Rail will seek to manage closures to a more regular pattern in order to improve both train and asset performance. The sections having the most severe access constraints are those with only two tracks and limited diversionary opportunities. Another area where maintenance access is currently constrained is in the York station area. We will work with our customers to devise ways of improving access whilst allowing empty rolling stock and fuelling movements. Maintenance access on the Scottish section of this route is particularly limited. Currently, access consists of two midweek nights every third week, with only two high gauge trains operating during this period. In addition, extended access is available on Saturday and Sunday nights. At times when traffic levels are reduced, the provision of bi-directional working or SIMBIDS on two track sections would make single line working during engineering work much easier. It would also assist when a performance incident affects one line, as a higher level of reduced service could be operated. We also recognise that both freight and passenger operators wish to operate trains for longer periods than allowed at present. At present, the lack of suitable diversionary routes (in terms of electrification, gauge clearance, axle weight and permitted train length) restricts the ability of our customers to accept diversions. The ECML was a pilot route for the Seven Day Railway concept, and through working with our customers this workstream will attempt to balance these needs. Engineering access on the ECML forms part of the overall strategy for maintaining availability between England and Scotland, involving also the West Coast Main Line, the Settle & Carlisle line, the Newcastle to Carlisle line, and the Glasgow & South Western (G&SW) route, so that at least one route is always available between London and Scotland. Enhancements to capacity on the Hertford Loop, recommended in the RUS, would provide the ability to divert more trains when the main line via Welwyn is closed for engineering work. Against the background of continuing growth on outer suburban and long distance services, an increased level of diverted services will be necessary to deal with passenger numbers. This scheme would also allow more trains to be diverted on an unplanned basis in times of disruption, with consequent performance benefits. This scheme is currently unfunded however. The identification of the GN/GE Joint Line as the preferred option in the RUS for capacity enhancement between Peterborough and Doncaster will allow a much-improved diversionary route for this section. As well as allowing reduced journey times for diverted passenger services, it will allow growth of night-time freight services, which are currently constrained by the need for single line working (in Rules of the Route) to allow maintenance of the main line. In future, it will become possible for either the ECML or the Joint Line to be open as a double-track route during the night. Implementation of the Seven Day Railway initiative on the East Coast Main Line will lead to increased use of the Durham Coast route as a diversionary facility for ECML trains. This will be facilitated by the Durham Coast signalling enhancement scheme. As

31 29 such, the route will increasingly need to form part of the aforementioned overall strategy for maintaining access between England and Scotland. As a result of its heavy use by freight traffic, the Northallerton to Thornaby section requires significant maintenance. With a 24-hours per day spread of train services, and no convenient diversionary options, engineering access is not easily achieved on this line. As a result, the efficiencies associated with lengthy possessions are not readily obtainable. There is a general aspiration by long distance passenger operators for a seven day timetable. For example, it is in the nature of CrossCountry that Sunday carries the second highest volume of passengers (with the Friday peak being the heaviest). Therefore, some weekend line closures, extended journey times, and bus replacement services can severely impact the revenue of the business. Possession overruns resulting in unplanned service changes are also particularly damaging. Long term opportunities and challenges The ECML RUS, published on 29th February 2008, examined many of the long-term issues affecting all parts of this route. Train lengthening will continue to be the main mechanism to deal with growth on London and regional commuter services wherever possible. This approach can also be used for long distance high speed services, as a result of the introduction of the production series of Intercity Express Programme (IEP) Super Express Trains (SET). IEP should also allow some journey time improvements, as the expected superior acceleration will allow trains to pull away quicker from station calls and sections where speed restrictions are necessary. This is particularly relevant on the ECML north of Darlington. The implementation of IEP could be complemented by the provision of a new inner suburban fleet with high acceleration characteristics (as the Class 313 EMUs will be approaching 40 years old at that time and thus reaching life-expiry), and all the outer suburban rolling stock being upgraded to have at least the characteristics of the Class 365s. This should allow the existing capacity between King s Cross and Hitchin to be optimised through timetabling solutions that make best use of the fast and slow lines (especially south of Potters Bar). This should allow an 8tph peak level of London long distance high speed services to be delivered robustly following completion of the infrastructure schemes on this route during CP4. It is likely that the introduction of SET will cause further growth which, in time, will mean that once all train lengthening options have been taken up it will be necessary to run further long distance services to/from London. The possible parallel introduction of the European Rail Traffic Management System (ERTMS), providing in-cab signalling, may help to provide some capacity increases. The introduction of large numbers of new vehicles, which could be delivered with ERTMS equipment (or at least ERTMS ready ) will help the business case for introduction of this technology on the southern end of the route, and thereby deliver the associated benefits more efficiently. ERTMS is also expected to allow increased operational flexibility, especially during single line working, or when operation over only the two northbound or the two southbound lines on fourtrack sections is possible (e.g. due to planned engineering or disruption). The second phase of the Thameslink Programme, due for completion in CP5, will free up peak capacity at King s Cross, by allowing operation of some outer suburban trains (formed of 12 cars) via St. Pancras International and the Thameslink core to destinations south of London. The pointwork and signalling around King s Cross are due for renewal around this time, and the opportunity therefore needs be taken to remodel the layout to best suit the further development of long distance services, and the operation of those suburban services that will not run via St. Pancras International and Thameslink. Longer term freight growth on the route, especially once the full capacity of the Felixstowe and Bathside Bay port developments is utilised (and when any further gauge enhancements take place) is likely to be significant. The section between Peterborough and Doncaster will be critical to this. The RUS solution for extra capacity on this section is compatible with both these developments and further growth in long distance passenger paths, though an option may also exist to upgrade the freight capacity and capability of the Midland Main Line (Route I) as an alternative to making further capacity enhancements on the GN/GE Joint Line. It is likely that Peterborough in particular will become a capacity pinch-point, and mitigation measures will become necessary.

32 30 Stakeholders in the North East region were keen to examine the opportunities that reinstatement of the former Leamside route (between Ferryhill and Pelaw via Washington) may provide, and commissioned a study that was published in November This shows that there is not a business case for its reinstatement to cater only for additional local and regional services. However, medium to long-term growth in both LDHS traffic and intermodal freight has been identified by the RUS as a possible economic justification for this scheme. The ECML RUS also examined a number of options in the Newcastle Edinburgh corridor, but none could be recommended on value for money grounds in isolation. However, industry and wider stakeholders believe that options involving a new Newcastle to Edinburgh service (or an enhanced North Berwick to Edinburgh local service) could be viable and a full multi-model analysis has been suggested. Transport Scotland is currently working with First ScotRail to introduce some additional services between Edinburgh and Dunbar planned to commence in May A joint Transport Scotland and First ScotRail study of the benefits of an hourly Dunbar Edinburgh service will be undertaken in the near future, which will also look at options between Edinburgh and Newcastle including the possibility of new stations at East Linton and Reston. The study is expected to take no more than a year to complete. The Department for Transport published its formal consultation document Delivering a Sustainable Transport System (DaSTS) in November It sets out long term transport priorities for the period to 2019 and beyond and reflects conclusions from the Eddington Study and the Stern review. The document sets out five clear transport goals for the network. These are: To support national economic competitiveness and growth by delivering reliable and efficient transport networks To reduce transport s emissions of carbon dioxide (CO2) and other greenhouse gases, with the desired outcome of tackling climate change To contribute to better safety and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport and by promoting transport modes that are beneficial to health To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society. To improve quality of life for transport users and non-transport users, and to promote a healthy natural environment. Rail has the potential to help meet these objectives and Network Rail will continue to engage with the Regions and Local Authorities at all levels of the process. There are four stages in the process. In stage one each Region was invited to propose a number of strategically relevant studies to take forward which they believe will meet the DaSTS objectives. The DfT then selected the studies that would progress into stage two to generate options for appropriate interventions. All studies are currently in stage two and need to produce a long list of options by the end of March 2010 for further review. Stage three will involve the sifting and packaging of all options, while stage four will see the completion of an overall programme, with all studies complete by As part of the DaSTS programme there are both national and Regional studies, the national studies are led by the DfT and the local studies are led by the Regions. There are a number of joint studies with the involvement of both the DfT and the Regions. There is a national Freight Modal Choice study looking to confirm the economic, social and environmental benefits of current freight movements by non-road modes on national network corridors and to identify where changes in future modal choice, from road to rail or water, could address issues on the network and deliver against the five DaSTS goals. This includes consideration of the capacity and capability of the national infrastructure to accommodate these changes in modal choice. On this route the studies that may affect long term opportunities are the North East Region s Strategic Connections study Tees Valley City-Region study Tyne & Wear City-Region study Rural Transport and Connectivity study.

33 Infrastructure investment in CP4 31 Figure 19 Infrastructure Investment in CP4 Implementation date Project Project description Output change Funding GRIP stage 2010 A York station Overhead line additional isolation sections Allows better engineering access OPF B Stenton (Dunbar) S&C Renewal in up and down ECML at Stenton Ground Switch Panel Renewal Renewal C Durham Coast resignalling enhancement elements Shortening of the signal block section between Hartlepool and Dawdon Increases capacity, improves performance, and allows increased use for diversions Network Rail Discretionary Fund /11 D Peterborough signalling renewal 2010/11 E Abbeymount (Edinburgh) Lineside equipment renewal Maintain functionality Renewal 5 Bridge superstructure renewal Renewal to maintain Route Availability Renewal /11 F W9 and W10 gauge clearance Gauge clearance from Teesport to the ECML and other North East lines Accommodate the carriage of deep sea container traffic and swapbody traffic and provide diversionary capability for such traffic using the ECML Subject to agreement G ECML Overhead Line Performance Improvement Various improvements to OHL along line of route Better performance and engineering access Periodic Review H FCC platform lengthening Platform lengthening at Letchworth and Royston (down) (not in Thameslink scope) Increased capacity through train lengthening Periodic Review I Hitchin Interlocking renewal/resignalling J Doncaster Leeds platform lengthening Renewal Maintain capability Renewal 5 Increased platform length at intermediate stations Increased capacity through train lengthening Periodic Review K King's Cross Station development Increased station capacity, new concourse, increased commercial opportunities and additional 12 car platform Periodic Review L IEP development/enabling works Infrastructure works to accommodate operation of IEP rolling stock Increased capacity Periodic Review M ECML level crossing closure programme Closure of level crossings that would become high risk with an increase in train movements Increased capacity and improved safety and performance Periodic Review N Thameslink Programme Major works including revised track and signalling layouts and platform extensions between King s Cross and Peterborough Improved capacity and performance and new journey opportunities plus increase in 12 car operation of outer suburban services Periodic Review

34 32 Figure 19 Infrastructure Investment in CP4 Implementation date Project Project description Output change Funding GRIP stage 2011 O York Holgate Junction 4th line. New line from Holgate Junction to Platforms 1-11 at York station, and improvement of restrictive signalling arrangements Increased capacity and improved performance, plus 7 Day Railway opportunities Periodic Review P Reinstatement of Boldon East Curve Reinstatement of the link, to bring Tyne Dock bulk freight directly onto the Durham Coast line, hence avoiding the congested ECML between Newcastle and Northallerton Increased capacity and improved performance Network Rail Q Capacity relief Peterborough to Doncaster Enhancement of the GN/GE Joint Line via Spalding and Lincoln Increased capacity and improved performance, plus 7 Day Railway opportunities Periodic Review R Darlington Saltburn service improvements (Tees Valley Transport Solutions) Capacity and line speed schemes and new stations to better serve existing locations and new development sites Doubling of local train frequency and improved journey times and performance Third party S Wakefield Westgate Longer platforms and provision of new bay platforms Increased capacity and improved performance and passenger facilities LTP Major Scheme Bid T W10 Gauge clearance Gauge clearance on the route from Peterborough to various Yorkshire terminals in connection with the port developments at Felixstowe and Bathside bay To accommodate the carriage of deep sea container traffic on the East Coast Main Line north of Peterborough Third Party U Redoubling Portobello Junction Doubling the single lead junction onto the Newcraighall branch (including second platform at Brunstane), thereby providing parallel movements to/from the Newcraighall and Edinburgh Suburban routes Improved performance and increased capacity Transport Scotland V Peterborough station additional island platform New platform on the western side of the station Increased capacity and improved performance Periodic Review W Alexandra Palace - Finsbury Park 3rd Up line project Additional southbound platforms at Alexandra Palace and Finsbury Park and conversion of goods line from Alexandra Palace to Finsbury Park to passenger status Increased capacity, improved performance and reduced journey times Periodic Review X Hitchin grade separation Revised layout at Hitchin Cambridge Junction taking the Down Cambridge line trains over the ECML Increased capacity and improved journey times, safety and performance Periodic Review Y Shaftholme Junction remodelling Provision of flyover connecting Askern and Applehurst Junction lines Increased capacity, improved performance, and reduced coal train journey time Periodic Review

35 NRDF candidate schemes in CP4 33 Figure 20 Candidate NRDF schemes in CP4 Implementation date Project Project description Output change Funding GRIP stage 2014 Z Finsbury Park Alexandra Palace Down Slow 2 upgrade Provide increased linespeeds Improved capacity, performance and operational flexibility Periodic Review AA Bathley Lane level crossing OHL enhanced protection Improved performance Network Rail Discretionary Fund AB Hemsworth Down loops Increase turn in and out linespeed Increased capacity and improves performance Network Rail Discretionary Fund 2011/12 AC York Northallerton Up and Down Slow lines speed increase Journey time benefit and performance improvement Network Rail Discretionary Fund /12 AD Northallerton Eaglescliffe Line speed increases Improved journey times Network Rail Discretionary Fund /13 AE Stillington Branch Phase 1 Shortening of the block section Route capacity, improved performance and journey times Network Rail Discretionary Fund /13 AE Stillington Branch Phase 2 Line speed increases (including removal of some existing speed restrictions) Route capacity, improved performance and journey times Network Rail Discretionary Fund 3 GRIP stages: 1 Output definition, 2 Pre-feasibility, 3 Option selection, 4 Single option selection, 5 Detailed design, 6 Construction, test and commission, 7 Scheme hand back, 8 Project close out

36 34 Renewals activity Figure 21 shows the estimated renewals costs and activity volumes. The precise timing and scope of renewal will remain subject to review to enable us to meet our overall obligations as efficiently as possible consistent with the reasonable requirements of operators and other stakeholders. It should be noted that in order to manage the deliverability of our Civil Engineering, Signalling & Electrification plans we have included an element of over planning in our work banks. As a consequence the sum of our route plans exceeds our plan for the network as a whole. It is likely that a small proportion of the activities in these areas will slip to subsequent years. Figure 21 Summary of estimated renewals costs and activity volumes m (2010/11 prices) 2010/ / / /14 Renewals Track Signalling Civils Operational property Electrification Telecoms Total renewals Renewals volumes Track Rail (km) Sleepers (km) Ballast (km) S&C (equivalent units) Signalling Conventional (SEU) ERTMS (SEU) Level crossings (no)

37 Appendix 35 Figure 22 Strategic route sections Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference, RA is Route Availability SRS SRS Name ELR Classification Funding Community Rail Freight Gauge RA Speed (mph) Electrification Signalling Type Signalling Headway (mins) No of Tracks G.01 King s Cross Peterborough ECM1 Primary DfT No W9 (W6/8) RA kV TCB 3 (4/5) 4 (2/3/5/6) G.02 Moorgate Branch MEB London & SE DfT No W6 RA V DC (25kV) TCB G.03 Hertford Loop HDB London & SE DfT No W9 RA kV TCB 5 (3) 2 G.04 Hitchin Cambridge SBR London & SE DfT No W8 RA kV TCB 3 2 G.05 Peterborough Doncaster ECM1, FWR1/2 Primary DfT No W9 RA kV TCB 4 (5) 2 (4/5) G.06 Doncaster Holbeck West Junction (Leeds) DOL1/2 Primary DfT No W9 (W8) RA kV TCB 3.5 (3/4) 2 G.07 Doncaster Colton Junction ECM1/2/3 Primary DfT No W9 RA kV TCB 4 2 G.08 Colton Junction Northallerton ECM4/5 Primary DfT No W9 RA kV TCB 4 (3/5) 4 G.09 Northallerton Newcastle ECM5/6 Primary DfT No W9 RA kV TCB 3 (4) 2 G.10 Newcastle Border (near Berwick) ECM7 Primary DfT No W9 RA9 125 (110) 25kV TCB 4 2

38 36 Figure 22 Strategic route sections Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference, RA is Route Availability SRS SRS Name ELR Classification Funding Community Rail Freight Gauge RA Speed (mph) Electrification Signalling Type Signalling Headway (mins) No of Tracks G.11 Border (near Berwick) Edinburgh ECM8 Primary Trans-port Scotland No W9 RA9 125 (80) 25kV TCB 4 2 G.12 North Berwick Branch NBK Secondary Trans-port Scotland No W7 RA kV OTW 1 G.13 Newcastle Carlisle NEC1/2 Secondary DfT No W7 RA9 65 None AB 7 (10) 2 G.14 Darlington Bishop Auckland DAE1/2 Rural DfT No W6 RA9 45 (20/35) None OTW (AB) 14 1 (2) G.15 Middlesbrough Whitby MBW1/2/ 3 Rural DfT Yes W6 RA7 50 (45/30) None OTW 34 1 G.16 Northallerton Stockton Cut Junction LEN2/3 Secondary DfT No W8 RA9 70 None TCB 6 (7) 2 G.17 Stockton Cut Junction Newcastle LEN3, HLK Secondary DfT No W6 RA9 60 (50/20) None (1500V DC Tyne & Wear Metro) AB (TCB) 17 2 G.18 Darlington Eaglescliffe South Junction DSN1 Secondary DfT No W8 RA9 60 None AB (TCB) 5 2 G.19 Stockton Cut Junction Saltburn DSN2/3, TSY Secondary DfT No W8 RA9 60 None TCB (AB) 8 2 (4) G.20 Doncaster Lincoln SPD3/4/ 5, BCB Secondary DfT No W8 RA8 60 (70) None AB (TCB) 4 2 G.21 Newark Wrawby Junction NOB1/2/ 3, SPD3 Secondary DfT No W8 RA8 60 (75/30) None AB 6 (8) 2

39 37 Figure 22 Strategic route sections Predominant aspect recorded (secondary aspects recorded in brackets). ELR is Engineers Line Reference, RA is Route Availability SRS SRS Name ELR Classification Funding Community Rail Freight Gauge RA Speed (mph) Electrification Signalling Type Signalling Headway (mins) No of Tracks G.22 Gainsborough Wrawby Junction MAC3 Secondary DfT No W8 RA8 60 (25) None TCB(AB) Various 1 (2) G.23 Lincoln Werrington Junction WEB, SPD1/2/3, SNW Secondary DfT Yes W8 (W6) RA8 60 (55) None AB Various 2 (1) G.90 Stillington Branch STF Freight DfT No W8 RA9 40 (20) None AB Various 2 G.91 Blyth and Tyne Network BNE, EJM, ISC, BWC, WSB, WTB Freight DfT No W8 RA9 (RA6) 45 (20) None AB (OTW) Various 1 (2) G.99 Other freight lines Various Freight DfT No W8 RA9 (RA8) Various None Various Various 1 (2)

40 38 Figure 23 Capacity and operational constraints A B C D E F G H I J K L M N O P Q R S T U V W X Y Z Alexandra Palace to Welwyn: tunnel aerodynamics and curvature Offord: curvature Stilton Fen ground conditions Peterborough: complex station layout Stoke Tunnel: aerodynamics Grantham: curvature Peascliffe Tunnel: tunnel aerodynamics Newark: flat crossing of Nottingham Lincoln line Gamston Retford: curvature and location of S&C Bawtry: curvature Doncaster: complex station layout Shaftholme Junction: location of S&C York: curvature and complex station layout Croft: curvature over Tees river bridge Darlington Newcastle (King Edward Bridge): curvature of track Newcastle Edinburgh: curvature of track and level crossings Bishop Auckland Darlington: S&C at Shildon, Heighington and Hopetown Carlisle South Junction Petteril Bridge Junction: flat junctions and section of single line Whitchester (near Haltwhistle): tunnel clearance Blaydon Newcastle: line curvature and S&C Middlesbrough Billingham: S&C and line curvature Hartlepool: line curvature and single platform line through the station Dawdon: line curvature and long block section to/from Hartlepool Sunderland: S&C and Monkwearmouth Bridge Middlesbrough Whitby: level crossings and token exchange arrangements Eaglescliffe Middlesbrough: track curvature and Tees Bridge

41 Network Rail Kings Place 90 York Way London N1 9AG Tel: March 2010